Aee by City Rail Link Ltd

Assessment of Effects on the Environment prepared by

Quality Assurance Statement Prepared by

Fiona Blight – Technical Director Planning Beca

Reviewed by

Bryce Julyan – Technical Director Planning Beca

Approved for release (Beca)

Bryce Julyan – Technical Director Planning Beca

Legal Counsel for Auckland Transport

Bell Gully

Auckland Transport Work Stream Leader Notice of Requirement

Deborah Godinet

This report has been prepared by Beca Carter Hollings & Ferner Limited (Beca) for the benefit of Auckland Transport. No liability is accepted by this company or any employee or sub-consultant of this company with respect to its use by any other person. This disclaimer shall apply notwithstanding that the report may be made available to other persons for an application for permission or approval or to fulfil a legal requirement. Please note that information in this report has been derived from available public records (including the Regional and District Plans and Policy Statements as they were provided, either in hard copy or on the respective local authority websites), at the time of preparation of this document. These records are continually changing and are frequently incomplete and therefore Beca cannot be held responsible for any misrepresentation, incompleteness, or inaccuracies provided within that information, or for updating or revising this report in respect of any changes that may occur after the date of this document, or for notifying Auckland Transport of such changes.

Revision Nº

Prepared By

Description

Date

Fiona Blight

Issue of Final Document

15/08/2012

Fiona Blight

Updated to respond to Council’s request for further information and to reflect withdrawing of NoR 7

14/12/2012

Action

Name

Signed

Prepared by

Fiona Blight– Technical Director Planning Beca

14/12/2012

Reviewed by

Bryce Julyan – Technical Director Planning Beca

14/12/2012

Approved by

Bryce Julyan – Technical Director Planning Beca

14/12/2012

on behalf of

Beca Carter Hollings & Ferner Ltd (Beca)

Date

// 15 August 2012 4214293 // NZ1-6515361-8 0.8 Rev B

Table of Contents Figures Included in this Assessment of Effects on the Environment ............................ 3 Tables included in this Assessment of Effects on the Environment ............................. 4 Abbreviations used in this Assessment of Effects on the Environment ....................... 6 1

Introduction ....................................................................................................... 8 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8

Project Approach and Statutory Context ........................................................... 22 2.1 2.2 2.3

Introduction ............................................................................................................... 64 Project Description .................................................................................................... 64 Indicative Construction Methodology ....................................................................... 72 Indicative Construction Sequencing and Programme ............................................... 76

Consultation Undertaken to Date ..................................................................... 77 5.1 5.2 5.3 5.4 5.5

Alternatives Considered between 2004 and 2008 .................................................... 53 Alternatives Considered in 2009 and 2010 ................................................................ 55 Alternatives Considered in 2012 ................................................................................ 60

Project Description........................................................................................... 64 4.1 4.2 4.3 4.4

Project Approach ....................................................................................................... 22 Statutory Context....................................................................................................... 24 Future Resource Consents Required ......................................................................... 43

Consideration of Alternatives ........................................................................... 51 3.3 3.4 3.5

Purpose of the Assessment of Environmental Effects ................................................. 8 City Rail Link NoR Suite of Documents......................................................................... 8 The City Rail Link ........................................................................................................ 11 Auckland Transport .................................................................................................... 12 Purpose and Drivers for the City Rail Link Project ..................................................... 12 Policy Documents Supporting the City Rail Link ........................................................ 13 Auckland Transport Objectives and CRL Project Objectives ...................................... 15 Anticipated CRL Project Benefits ............................................................................... 21

Introduction ............................................................................................................... 77 Consultation under the RMA ..................................................................................... 77 Approach to Consultation .......................................................................................... 77 KiwiRail and ARTA Consultation (2009-2010) ............................................................ 78 Auckland Transport Consultation (2011-2012).......................................................... 80

Existing Environment ....................................................................................... 84

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6.1 6.2 6.3 6.4 6.5 6.6

Effects and Mitigation .................................................................................... 112 7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8 7.9 7.10 7.11 7.12 7.13 7.14 7.15

Summary .................................................................................................................. 112 Introduction ............................................................................................................. 114 Summary Table of Assessment of Effects on the Environment............................... 116 Rail Network Effects................................................................................................. 123 Road Transport and Connectivity Effects ................................................................ 131 Noise Effects ............................................................................................................ 154 Vibration Effects ...................................................................................................... 162 Effects on Built Heritage .......................................................................................... 172 Effects on Archaeology ............................................................................................ 178 Effects on Maori Values .......................................................................................... 182 Contamination Effects ............................................................................................. 186 Effects on Air Quality ............................................................................................... 193 Effects on Trees / Vegetation .................................................................................. 198 Loss of Property ....................................................................................................... 201 Social Impact Assessment ........................................................................................ 213

Statutory Assessment..................................................................................... 217 8.1 8.2 8.3 8.4 8.5 8.6 8.7 8.8 8.9 8.10

Introduction ............................................................................................................... 84 Establishing the Existing Environment for the CRL .................................................... 84 General Overview ...................................................................................................... 84 Existing Environment of CRL Route from Britomart to Mayoral Drive ...................... 97 Existing Environment of CRL Route from Vincent Street to NAL ............................. 103 Existing Environment of CRL Route from NAL to Normanby Road and Dominion Road ........................................................................................................ 108

Summary .................................................................................................................. 217 Introduction ............................................................................................................. 218 Statutory Framework ............................................................................................... 218 Consideration of Notices of Requirement ............................................................... 219 Part 2 RMA and Section 171 Provisions ................................................................... 219 RMA Environmental Standards, Policies, and Plans ................................................ 225 Other Statutory Legislation...................................................................................... 236 Relevant National Statutory Planning Documents .................................................. 239 Local Government Statutory Planning Documents ................................................. 239 Relevant Non-statutory Planning Documents ......................................................... 243

Conclusion ..................................................................................................... 247

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Figures Included in this Assessment of Effects on the Environment Figures Figure 1.1

Relationship of Notices of Requirement Documents

Figure 2.1

Delivery Framework Overview

Figure 2.2

Visual Explanation of Designation Types (3 figures)

Figure 3.1

Alignment Variants Assessed in the Britomart West Rail Extension Feasibility

Figure 3.2

2009/2010 Option Evaluation Work: Plan of Alignments and Station Locations Evaluated from Workshop 2 onwards

Figure 6.1

Existing Auckland Rail Network Train Plan

Figure 6.2

Pedestrian Activity within Auckland City Centre

Figure 6.3

Existing Cycle Network

Figure 6.4

Existing Cycle Network

Figure 6.5

Existing Cycle Network

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Tables included in this Assessment of Effects on the Environment Tables Table 1.1

City Rail Link Notices of Requirement suite of documents

Table 1.2

Assessment of Effects on the Environment contents

Table 1.3

City Rail Link Project Objectives

Table 2.1

Summary of Notices of Requirement

Table 2.2

Information Requirements under the Auckland Council District Plan

Table 2.3

Land Use Consents

Table 2.4

Discharge Consents

Table 2.5

Water Permits

Table 4.1

Indicative Alignment Length, Depth and Construction Methodology

Table 6.1

Rapid Transit Network and Quality Transit Network in the Auckland Centre Area

Table 6.2

Key Sensitive Receivers – Noise and Vibration

Table 6.3

Key Utilities Identified within the CRL Designation Footprint

Table 6.4

Existing Designations in the Auckland Council District Plan: Central Area Section

Table 6.5

Existing Designations in the Auckland Council District Plan: Isthmus Section

Table 6.6

Key Sensitive Receivers between Britomart and Mayoral Drive – Noise and Vibration

Table 6.7

Key Sensitive Receivers between Vincent Street and NAL – Noise and Vibration

Table 7.3

Summary of Assessment of Effects on the Environment

Table 7.4

Rail Network Effects

Table 7.5

Road Transport Effects

Table 7.6

Noise Effects

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Tables Table 7.7

Vibration Effects

Table 7.8

Effects on Built heritage

Table 7.9

Effects on Archaeology

Table 7.10

Effects on Maori Values

Table 7.11

Contamination Effects

Table 7.12

Air Quality Effects

Table 7.13

Effects on Trees/Vegetation

Table 7.14

Summary of land included within proposed CRL designation footprint

Table 8.1

Auckland Regional Policy Statement Provisions

Table 8.2

Auckland Council District Plan: Central Area Section Provisions

Table 8.3

Auckland Council District Plan: Isthmus Section Provisions

Table 8.4

Other Statutory Documents

Table 8.5

Relevant National Statutory Planning Documents

Table 8.6

Local Government Statutory Planning Documents

Table 8.7

Non-statutory Planning Documents Provisions

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Abbreviations used in this Assessment of Effects on the Environment Abbreviation

Full Notation

AEDS

Auckland Economic Development Strategy

AEE

Assessment of Effects on the Environment

AQMA

Air Quality Management Area

AQNES

Air Quality National Environmental Standard

APB&B

AECOM, Parsons Brinkerhoff and Beca

ARP:ALW

Auckland Council Regional Plan: Air, Land and Water

ARP:SC

Auckland Council Regional Plan: Sediment Control

ARPTP

Auckland Regional Passenger Transport Plan 2006-2016

Auckland Transport

ATP

Auckland Transport Plan 2009

AWM

Auckland Waterfront Masterplan 2012

CCMP

City Centre Masterplan 2012

CEMP

Construction Environmental Management Plan

CMJ

Central Motorway Junction

CRL

City Rail Link

CVA

Cultural Value Assessment

DWPs

Delivery Work Plans

ECBF

East Coast Bays Formation

EMF

Environmental Management Framework

EMP

Environmental Management Plan

GWT

Groundwater Table

KiwiRail

New Zealand Railways Corporation

LA90

The A-weighted noise level equalled or exceeded for 90% of the measurement period. This is commonly referred to as the background noise level.

LGAAA

Local Government (Auckland) Amendment Act 2004

LGACA

Local Government (Auckland Council) Act 2009

LTMA

Land Transport Management Act 2003

LTP

Long Term Plan

Metres

Millimetres

MVA

Maori Value Assessment

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Abbreviation

Full Notation

MVA

Maori Values Assessments

NAL

North Auckland Rail Line

NoR

Notice of Requirement

NZHPT

New Zealand Historic Places Trust

NZTA

NZ Transport Agency

NZTS

New Zealand Transport Strategy 2008

PPV

Peak Particle Velocity. Peak Particle Velocity (PPV) is the measure of the vibration amplitude, zero to maximum. Used for building structural damage assessment.

PTMA

Public Transport Management Act 2008

PWA

Public Works Act 1981

QE2S

Queen Elizabeth II Square

QTN

Quality Transit Network

RLTS

Regional Land Transport Strategy

RMA

Resource Management Act 1991

RPTP

Auckland Regional Public Transport Plan 2010

RTN

Rapid Transit Network

TBM

Tunnel Boring Machine

UDF

Urban Design Framework

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Introduction

1.1

Purpose of the Assessment of Environmental Effects

This Assessment of Effects on the Environment (AEE) has been prepared by Beca Carter Hollings and Ferner Ltd (Beca) to support the Notices of Requirement (NoR), served by Auckland Transport (AT) pursuant to s168(2) of the Resource Management Act 1991 (RMA), to designate land for the construction, operation and maintenance of the City Rail Link (CRL or the Project). The NoR cover surface, strata, and sub-strata designations1. The NoR Forms and associated Land Requirement Plans and Schedule of Directly Affected Parties (relating to the relevant land requirement plans) are contained in Volume 1 of the CRL NoR suite of documents. The structure for the CRL NoR suite of documents, including the structure of this AEE and its supporting appendices, is contained in Section 1.2 of this document. Investigations and design to prepare an AEE to support the NoR have been completed. This is further discussed in Section 2.2.4 of this AEE. Information relating to the overall CRL Project is provided for context within this AEE. However, it should be noted that this AEE has been prepared to support the NoR and does not specifically address matters for which resource consent would be required under sections 9, 14 and 15 of the RMA. In order to construct the CRL it is recognised that resource consents under sections 9, 14 and 15 of the RMA will need to be obtained in the future once further site investigation and detailed design is completed. Information about the resource consents which will be required, and applied for in the future, is provided in Section 2.3 of this AEE.

1.2

City Rail Link NoR Suite of Documents

The NoR for the CRL are supported by a suite of documents including this AEE. Figure 1.1 below shows the relationship of these documents to one another. Table 1.1 provides the content of each document and Table 1.2 provides a summary of the content included within this AEE.

See Section 2.2.3 of this AEE for a definition of these designations

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Figure 1.1 Relationship of NoR documents

1.2.1

Overall Suite of Documents

Table 1.1 below sets out the suite of documents that are provided in support of the CRL NoR. Table 1.1 CRL NoR Suite of Documents Volume

Description of Contents

Volume 1 NoR

NoR Overview document Six (6) x N0R Forms Land Requirement Plans (attached to each NoR Form) Schedule of Directly Affected Properties (attached to each NoR Form and relating to the relevant land requirement plans)

Volume 2 AEE (this volume)

AEE Executive Summary AEE Appendices to the AEE comprising:

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· · ·

Volume 3 Technical Reports

1.2.2

· · · · · · · · · · · · · · · · · ·

Appendix 1: Aerial Plans showing the Alignment and station locations, and for information the designation footprint Appendix 2: Auckland Transport Requiring Authority Status Appendix 3: Summary of Property Acquisition Processes within the Public Works Act 1981 (PWA) Appendix 4: Auckland District Plan Maps Appendix 5: Consultation Report Appendix 6: Cultural Values Assessment Appendix 7: Additional statutory and non-statutory Assessment (Appendices to the AEE) Appendix 1: 2012 Environmental Management Framework Appendix 2: 2012 Noise and Vibration Assessment Appendix 3: 2012 Archaeology Assessment Appendix 4: 2012 Built Heritage Assessment Appendix 5: 2012 Integrated Transport Assessment Appendix 6: 2012 Contaminated Land Assessment Appendix 7: 2012 Air Quality Assessment Appendix 8: 2012 Trees Assessment Appendix 9: 2012 Urban Design Framework Appendix 10: 2012 Structural Engineer Report Appendix 11: 2010 Option Evaluation Report Appendix 12: 2012 Option Evaluation Summary Report Appendix 13: 2012 Concept Design Report including relevant plans

This AEE Report

Table 1.2 below sets out the sections contained within this AEE. Table 1.2 AEE Contents AEE Section

Summary of Content

Executive Summary Section 1: Introduction (this section) Section 2: Project Approach and Statutory Context Section 3: Consideration of Alternatives Section 4: Project Description

· · · · · · · ·

Purpose of this AEE Auckland Transport information Auckland Transport and CRL Project Objectives Background to the CRL Project Auckland Transport’s approach to delivering the CRL Project The RMA Statutory context under which the CRL NoR is being delivered Future Resource Consents A summary of the alternative routes, sites and methods considered – this includes a summary of the previous work undertaken on the feasibility of the CRL A summary description of the CRL and the works associated with its construction, operation and maintenance under the NoR

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Section 5: Consultation Undertaken to Date

路

A summary of the consultation undertaken to date for the CRL Project

Section 6: Existing Environment

路

A description of the existing environment

Section 7: Effects and Mitigation

路

Section 8: Statutory Assessment

路

Identifies and assesses the actual and potential effects on the environment relating to the NoR and identifies measures to avoid, remedy or mitigate any adverse effects Provides a summary of the assessment of the CRL NoR against the relevant statutory and non statutory documents, including the designation tests set out under section 171 of the RMA, Part 2 matters under the RMA, other relevant sections of the RMA, other relevant legislation, and non-statutory policy documents

Section 9: Conclusion

1.3

The City Rail Link

The CRL comprises the construction, operation and maintenance of a 3.4km underground passenger railway (including two tracks and three stations underground) running between Britomart Station and the North Auckland Line (NAL) in the vicinity of the existing Mount Eden Station, and an additional 850m of track modifications to the NAL. For ease of reference in this report, the stations included in the CRL NoR have been temporarily named Aotea Station, Karangahape Station, and Newton Station. The stations will be formally named in the future. A fuller description of the CRL is provided in Section 4 of this AEE. The CRL designation is sought to enable construction, operation and maintenance of the CRL. AT has proposed a designation lapsing period of 20 years for each designation pursuant to Section 184 of the RMA. Reasons for this 20 year lapsing period are provided in Section 2.2.7 of this AEE. This lapse period will provide certainty that the CRL can be built in the future, provide time for AT to undertake further investigations and design, to negotiate and acquire (where necessary) any property or property rights it needs to give effect to the CRL works, and provide for the time needed to construct the CRL. The designation will also ensure that the land required for the CRL is clearly delineated in the district plan to provide the local community and affected landowners with certainty as to the general nature and location of the Project. No decision has been made with regard to the timing or funding for the construction of the CRL.

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1.4

Auckland Transport

AT is responsible for delivering the CRL project as the council-controlled organisation of Auckland Council responsible for managing and controlling Auckland's transport system under the Local Government (Auckland Council) Act 2009 (LGACA). AT’s purpose as set out in section 39 of the LGACA is "to contribute to an effective and efficient land transport system to support Auckland's social, economic, environmental, and cultural well-being". Sections 45 and 46 outline AT’s functions and powers in respect of the Auckland land transport system and AT’s role as the Road Controlling Authority. In addition, AT is responsible for preparing the Regional Land Transport Programme for Auckland in accordance with the Land Transport Management Act 2003 (LTMA). AT is a Requiring Authority (network utility operator under Section 167 of the RMA) in relation to the Auckland transport system via Section 47(1) of the Local Government (Auckland Council) Act 20092, and has the ability to designate for the CRL.

1.5

Purpose and Drivers for the City Rail Link Project

Patronage on passenger services on the Auckland rail network has increased significantly in recent years following investment by central, regional and local government in improved services, trains, stations and infrastructure. Growth in patronage is expected to continue over the next decade and beyond as further investment in electrification and electric trains comes on line. By 2030 Auckland regional rail journeys are expected to increase from their present 10 million to 30 million per year (with 30,000 train travellers each morning and afternoon peak – equivalent to approximately 24,000 fewer car journeys)3. There is also an anticipated increase in the percentage of total public transport journeys to 20% (from 10% in 2006)4. Over the next 30 years, over 60 per cent of New Zealand’s population growth is expected to occur in Auckland5. The Auckland region is also the economic hub of New Zealand, responsible for approximately 37% of GDP6. By 2040, 2.1 million people are expected to live in Auckland, an estimated 42 per cent of New Zealand’s population7. In addition, the numbers of people living in the city centre are projected to more than double in the next 20 years8. This growth will have a significant impact on existing roads and public transport services. New transport capacity will clearly be needed to meet the increasing transport demand and to facilitate economic development of the Auckland region.

Section 47(1) of the Local Government (Auckland Council) Act 2009 is contained within Appendix 2: Volume 2 CRL NoR suite of documents 3

ARTA, Rail Development Plan 2006 @ http://www.aucklandtransport.govt.nz/improving-transport/plansproposals/Rail/Pages/RailDevelopmentPlan20062016.aspx 4

ARTA, Rail Development Plan 2006 @ http://www.aucklandtransport.govt.nz/improving-transport/plansproposals/Rail/Pages/RailDevelopmentPlan20062016.aspx

Auckland Transport, 2011/15 Draft Regional Land Transport Programme @ http://www.aucklandtransport.govt.nz/improvingtransport/plans-proposals/IntegratedTravel/Documents/AT_Draft-Regional_Land-Transport_Programme.pdf 6

Auckland Transport, Regional Land Transport Strategy RLTS 2010 – 2040 @ http://www.aucklandtransport.govt.nz/improvingtransport/strategies/RegionalLandTransportStrategy/Pages/default.aspx 7

Ibid

www.stats.govt.nz/browse_for_stats/people_and_communities/geographic-areas/mapping-trends-in-the-aucklandregion/population-density.aspx

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As New Zealand’s commercial capital, Auckland is home to over 60% of the country’s top 200 companies and contributes more to GDP (37%) than its population share (33%)9. Its productivity is 30-50% higher than other regions (with the exception of Wellington) and the City Centre is 150% more productive than any other in NZ10. The most productive activities are business and financial services and their productivity increases when employment density increases and where there is access to more skilled labour. A key purpose and driver of the CRL is to make the city centre more accessible, resulting in an anticipated increase in economic performance (including attracting a greater concentration and employment opportunities), and create changes in land use, development opportunities, and intensification (particularly around stations). The CRL enables passengers to more easily access the city centre beyond the downtown area (served by Britomart) by opening new stations in the central city area at midtown (Aotea), uptown (Karangahape) and the fringe (Newton). The ability of the current Auckland rail network to meet expected future demand is restricted due to its limited capacity. Based on current growth projections, the existing Britomart terminus station is expected to reach capacity between now and 202411. By creating a through line beyond Britomart to the west and removing the Britomart constraint, the CRL offers the ability to almost double the capacity of the existing Auckland rail network.

1.6

Policy Documents Supporting the City Rail Link

An assessment of the NoR for the CRL (under the RMA) against relevant statutory and nonstatutory policy documents is contained within Section 8 of this AEE and Appendix 7: Volume 2 of the CRL NoR suite of documents. The purpose of this section is to provide a summary of the overarching policies within which and in support of which the CRL Project is being delivered. 1.6.1

Land Transport Policy

The New Zealand Transport Strategy 2008 (NZTS) sets five key objectives that the land transport system in New Zealand must contribute to. These are: · ·

Ensuring Environmental Sustainability Assisting Economic Development

· ·

Assisting Safety and Personal Security Improving Access and Mobility

Protecting and Promoting Public Health

The CRL contributes in different ways to each of these objectives12. These objectives also guide the content of the Auckland Regional Land Transport Strategy 2010 - 2040 (RLTS).

Auckland Council, Auckland Plan @ http://www.aucklandcouncil.govt.nz/EN/ABOUTCOUNCIL/PLANSPOLICIESPUBLICATIONS/THEAUCKLANDPLAN/Pages/theaucklandplan.a spx 10

ibid

ITA Technical Report Appendix 5: Volume 3 CRL NoR suite of documents

As further discussed in Section 8 of this AEE and Appendix 7: Volume 2 of the CRL NoR suite of documents.

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The RLTS is developed under the Land Transport Act 2002. The RLTS identifies the CRL as 'a main component' of improving public transport and delivering on the key objectives of the RLTS. The Regional Land Transport Programme for Auckland gives effect to the RLTS and includes a reference to "protecting and beginning construction of the City Rail Link". The Auckland Regional Public Transport Plan 2010 (RPTP) developed under the Public Transport Management Act 2008 (PTMA) highlights the benefits that the CRL can bring to Auckland following electrification of the Auckland rail network. New stations and increased frequency of services associated with the CRL increases the accessibility of the city centre to more than half a million people. Additional relevant documents include the Auckland Transport Plan 2010, the Auckland Passenger Transport Network Plan, the Auckland Sustainable Transport Plan and the Auckland Rail Development Plan 2006-2016. The CRL Project is consistent with the direction provided in these policy documents, and identified as a key project in most of these plans. 1.6.2

Auckland Council Policy

Section 79 of the LGACA requires Auckland Council to prepare a spatial plan. In March 2012 Auckland Council’s spatial plan (the “Auckland Plan”) was adopted. The Auckland Plan provides a long-term strategy for growth and development in Auckland and has a strategic vision to make Auckland one of the world's “most liveable” cities. The Auckland Plan sets a strategic direction for Auckland and its communities that integrates social, economic, environmental, and cultural objectives. It also identifies the future location of critical infrastructure facilities, including transport. The CRL Project is a central element of the Auckland Plan and is identified as the foremost transportation project in the first decade, creating place shaping opportunities. One of the key outcomes of the Auckland Plan is a well-connected and accessible Auckland. Other key outcomes to deliver the vision include social, environmental, cultural and economic (delivering opportunities and prosperity). The Auckland Plan also seeks to confirm the central city area as the key employment and economic hub of Auckland, well connected to the Auckland region. The Auckland Plan identifies that “The CRL is the top priority transport project for Auckland, with a targeted date to become operational in 2021”.13 The construction of the CRL will assist to deliver the Auckland Plan. AT must act consistently with the Auckland Plan, give effect to, or act consistently with, the policies and plans of Auckland Council as set out in its governing legislation. This includes Council’s Long Term Plan (LTP), and all documentation defining the Council’s strategic direction. Supporting the Auckland Plan are a number of additional policy documents, all of which specifically support the CRL project. These are briefly discussed below. The Draft Auckland Economic Development Strategy (AEDS) sets out the Auckland Council’s 10year strategy to make Auckland an internationally prosperous city. AEDS specifically notes that the CRL Project will be transformational for Auckland by relieving a transport bottleneck and enabling the full economic potential of the central business area, New Zealand’s most productive economic area.

The Auckland Plan: Chapter 13 Auckland Transport. Refer box 13.2 The City Rail Link

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The City Centre Masterplan (CCMP) adopted by Auckland Council at the end of June 2012 is a 20year vision that sets the direction for the future of the city centre. The CCMP is set within the context of the wider transformation of Auckland as set out in the Auckland Plan and lists a number of key outcomes to be met by 2032 together with success indicators. The CCMP shows the opportunities that Auckland’s city centre enjoys and the challenges it faces. It looks at the context for change and is based on nine critical assumptions around the future development of the city centre and region designed to transform the city and deliver a competitive and exhilarating City Centre. Outcome 7 is that the city centre will be the hub of an integrated regional transport system with range of public transport options. Success indicators for this outcome include: ·

A City Rail Link with three new train stations;

Increase in daily rail patronage; and

Continuing modal shift in the city centre from private motor vehicles to public transport.

The Auckland Waterfront Masterplan (AWM) adopted by Auckland Council at the end of June 2012 is a 30-year plan for the delivery of projects to meet the waterfront vision and goals. A key goal of the AWM is creating a connected and accessible waterfront and notes that there are a number of major strategic transport projects, including the CRL project, which in the long-term will have a significant role in achieving this goal. Other key Auckland Council policy documents which support the CRL Project include the Auckland Regional Policy Statement 1999 and the Auckland Regional Growth Strategy 1999 (formulated under the Local Government Act 1974). The Regional Policy Statement outlines a strategic vision for the Auckland region and outlines objectives, policies, rules and methods for managing the region’s natural and physical resources. These resources include transport resources. The Regional Growth Strategy 1999 contains goals and outcomes around rail stations and interchanges supporting a compact city and intensification. It also seeks to increase transport options in intensified areas and supports this being integrated with surrounding land use growth. Other strategies developed by Auckland Council predecessor Councils and AT’s predecessor ARTA14 which will continue to provide strategic and planned direction for Council include the Rail Development Plan.

1.7

Auckland Transport Objectives and CRL Project Objectives

Objectives are important when considering a NoR under section 171(1)(c) of the RMA (relating to whether the works and designation are reasonably necessary for achieving the objectives of the Requiring Authority, being AT). AT’s Objectives along with the CRL Project Objectives are provided below. 1.7.1

Auckland Transport Objectives

In addition to achieving AT’s legislative purpose, which is to contribute to an effective and efficient land transport system to support Auckland’s social, economic, environmental, and cultural wellbeing, AT works within the strategic approach and priorities outlined in its Statement of Intent (SOI) 2012-2015. This document recognises the important partnership between AT and AC in the delivery of shared outcomes, and presents an AT ‘Outcomes Framework’ aligned with the

Former Auckland Regional Transport Authority

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Auckland Plan. AT’s overarching outcome identified in the SOI is “Auckland’s transport system is effective and efficient, and provides for the region's social, economic, environmental and cultural wellbeing.”15 To deliver such a transport system, AT has identified the following impacts that it aims to achieve over the 2012-2015 period: · · · · · ·

Better use of transport resources to maximise return on existing assets; Increased customer satisfaction with transport infrastructure and services; Auckland’s transport network moves people and goods efficiently; Increased access to a wider range of transport choices; Improved safety of Auckland’s transport system; and Reduced adverse environmental effects from Auckland’s transport system.

The SOI also provides an AT Programme of Action for the 2012-2015 period. The CRL is included in the programme as part of integrating transport planning and investment with land development. To ensure AT can carry out its role and functions appropriately and meet its statutory requirements and the requirements of the SOI AT must ensure that transport and land use decisions provided for under the RMA provide for a well-integrated efficient and safe transport system. AT also has a number of other statutory and non-statutory strategic plans, documents and policies which it must consider when planning infrastructure. The CRL is consistent with these plans and policies, as discussed in section 1.6 above. 1.7.2

City Rail Link Project Objectives

AT’s CRL Project Objectives are provided in Table 1.3 below. The statutory assessment of the proposed CRL designation, found in Section 8 of this AEE, discusses the “reasonable necessity” (in terms of section 171 of the RMA) of the proposed designation and works to achieve both AT’s wider objectives and these Project Objectives. Table 1.3 CRL Project Objectives Objective Number

Provision

Improve transport access into and around the city centre for a rapidly growing Auckland (a)

Future proof for expected growth

Improve the efficiency and resilience of the transport network of urban Auckland (a)

Improve journey time, frequency and reliability of all transport modes

(b)

Maximise the benefits of existing and proposed investment in transport

Auckland Transport Statement of Intent: 1 July 2012 – 30 June 2015

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Objective Number

Provision

Release the rail capacity constraint at Britomart

Significantly contribute to lifting and shaping Auckland's economic growth (a)Support economic development opportunities (b)

Provide the greatest amount of benefit for cost

Provide a sustainable transport solution that minimises environmental impacts

(a)

Limit visual, air quality and noise effects

(b)

Contribute to the country's carbon emission targets

Contribute positively to a liveable, vibrant and safe city

1.7.3

(a)

Enhance the attractiveness of the city as a place to live, work and visit

(b)

Protect our cultural and historic heritage for future generations

(c)

Help safeguard the city and community against rising transport costs

Supporting Principles

To guide the 2012 concept design of the CRL Project architectural design principles were developed. These are set out in the 2012 Concept Design report and repeated below: a. Architectural Principles16 The rail station entrance areas will be the main operational part of the Project that will be visible from the ground level (between Britomart and the connection at the NAL). Once construction is complete, the main portion of each station will be located underground. The overarching station design objective is to achieve a successful and memorable transport experience. The station footprints are based on current concept designs; more detailed station designs will be produced at a later stage. With this in mind the station design principles developed for the concept design are:

· ·

Function – stations will provide safe, functional and clear transport solutions. Performance – stations will provide a credible, sustainable design outcome that responds to climate, site and social economics.

Personality – the stations will provide an expression that contributes to their context and local cultural identity and will respond to an appropriate network wide identity.

2012 Concept Design Report Appendix 13: Volume 3 CRL NoR suite of documents

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b. Urban Design Principles17 The Urban Design Framework (UDF) establishes a set of Principles at the concept design stage which will inform all later stages of design that will apply at each location, where the CRL manifests itself above ground. All subsequent design work (preliminary design, reference design, detailed design and construction) for the CRL will be developed with reference to these Principles in order to ensure that the CRL delivers the best urban design outcomes The Principles are grouped into three categories as follows: Mana Whenua Mana / Rangatiratanga – As the original local authorities of Tamaki Makaurau, Iwi require high level Treaty based relationships with all key stakeholders including Auckland Transport and Auckland Council which recognise their Tangata Whenua status in order to fulfil their roles as kaitiaki. Such partnership relationships can then inform engagement with AT / Council at all levels including direct involvement with design consortia. Relationships are required at governance and senior management levels. Such relationships are a precursor to actualising the other 6 principles. Whakapapa – Names and genealogical connections– reviving names revives mana through Iwi connections to specific ancestors and events / narratives associated with them. An Iwi inventory of names associated with a given site can be developed so that the most appropriate names are identified to develop design, interpretation and artistic responses. Tohu – Acknowledging the wider significant Iwi cultural land marks associated with the CRL route and their ability to inform the design of the station precincts, entrances and exits. In particular exploring opportunities to maximise view shafts to such tohu / landmarks as a way of both enhancing cultural landscape connections and as way finding / location devices. Taiao – Exploring opportunities to bring natural landscape elements back into urban /modified areas e.g. specific native trees, water / puna wai (springs) – promoting bird, insect and aquatic life to create meaningful urban eco systems which connect with former habitats, mahinga kai (food gathering areas) and living sites. Mauri tu – Ensuring emphasis on maintaining or enhancing environmental health / life essence of the wider site – in particular focusing on the quality of wai / water (puna / springs), whenua / soil and air. In particular any puna or underground waterways encountered should be carefully treated with Mana Whenua assistance to ensure their mauri is respected and enhanced where possible. It is also important to minimise the disturbance to Papatuanuku through carefully planned ground works. Mahi toi – Harnessing the Creative dimension through drawing on names and local tohu to develop strategies to creatively re-inscribe iwi narratives into architecture, interior design, landscape, urban design and public art. Ahi kaa – need to explore opportunities to facilitate living presences for iwi / hapu to resume ahi-kaa and kaitiaki roles in and around the CRL route and new station precincts

Urban Design Framework Appendix 9: Volume 3 CRL NoR suite of documents

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Movement and Connections Existing Networks - Structures of the CRL should not interrupt or adversely change the function of existing public open space, street networks and infrastructure Entrance Location - Station entrances should be clearly identifiable and conveniently located in relation to existing and anticipated main pedestrian routes and destinations. Intuitive Orientation - The location and nature of structures resulting from the CRL (station entrances in particular) should facilitate intuitive orientation and support a legible street network. Way Finding - Coherent signage should be utilised to aid intuitive orientation and way finding. Mode Integration - Spatial integration with bus stops as well as kiss and ride should be facilitated where possible without imposing on the quality of public realm. Bicycle Parking – Appropriate numbers of safe bicycle storage or parking should be provided in each station environment. Street Crossings - Safe pedestrian street crossings should be facilitated in the immediate vicinity of station entrances. The provision of level street crossings is preferable over any grade separated solutions. Public Realm and Landscape Existing Streetscape – Structures of the CRL should be designed to respect and contribute positively to the form and function of existing public open space. Universal Access – Station environments should promote universal access (e.g. footpath ramps and smooth ground surfaces). Safe Environments – Structures resulting from the CRL should promote safe environments. The station entrances should release patrons into safe public spaces that are well lit at night, overlooked by other users (e.g. residents or workers) and have sufficiently wide and unobstructed footpaths Reinstated Surfaces - The design and construction of reinstated streetscapes should be coherent with the wider area and/or recent public realm upgrades in the area. Station Plazas - The design and construction of station plazas should be coherent with the wider area and/or recent public realm upgrades in the area. Public Art - Integration of art and design should foster local identity and character and reflect and/or interpret local characteristics like natural heritage and Mana Whenua cultural narratives, history, art and particular traits of the local community. Landscape Planting – Plant species used in station environments and/or as part of landscape plantings should consider the opportunity to acknowledge the area’s pre-human ecology as and where appropriate. This may include species which connect strongly with Mana Whenua cultural narratives.

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Entrances within the Road Reserve - Designs for station entrances within the road reserve should be designed to consider the impacts upon other modes of traffic, including the expected pedestrian patronage. Utility Structures - Above ground utility structures (e.g. vents, access services) should be designed to minimise any negative effect on public realm. Where possible these structures should be integrated with other buildings. Existing and New Buildings/Structures Built Heritage Where built heritage is required for CRL station requirements, adaptive reuse strategies should be considered to preserve the buildingâ&#x20AC;&#x2122;s role in establishing the streetscape and urban character. Bulk, Scale and Massing Bulk, scale and massing of structures resulting from the CRL (station buildings in particular) should be sympathetic with the surrounding built urban form. Other Uses Structures resulting from the CRL should promote mixed use environments. Station buildings may accommodate other uses, where practical and aligned with governing planning rules. Active Frontage Structures resulting from the CRL should present an active frontage towards public spaces like streets, squares, pedestrian walkways, etc. Weather Protection Where practical, station entrances should provide some weather protection along their frontage (e.g. verandahs, awnings, canopies etc.) and these should be considered as part of the design. Adaptability The design of structures resulting from the CRL should be able to adapt to change over time (e.g. change of uses, innovations in technology etc.) where reasonably practical and anticipate opportunities (e.g. additional entrances) that may become possible in the future. The station design should not inhibit wider development opportunities (e.g. above or around station entrances). Identity The design of the station entrances should provide an expression that reflects their respective context and local cultural identity. They could reflect, respond and/or interpret local characteristics like natural or Mana Whenua heritage, history, art, particular traits of the local community and unique architectural and urban forms of the area. Construction Quality The design and construction of structures resulting from the CRL (station buildings in particular) should be of a quality that lasts over time. Materials should be selected that are highly durable, elegant and vandal resistant where they come into contact with patrons.

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1.8

Anticipated CRL Project Benefits

It is anticipated that the CRL once constructed and operational will provide or contribute to achieving the following benefits: · · ·

· · ·

Provide for more train movements on the Auckland rail network through unlocking the capacity constraint of Britomart (by developing Britomart into a through station); Support the compact city model of the Auckland Plan and that espoused in the Auckland Regional Policy Statement 1999; Provide a catalyst for inner city re-development by creating new major transport hubs around the underground rail stations, stimulating land use intensification and regeneration of central city areas; Increase commuter access to the city centre which provides the opportunity to stimulate economic development; Provide significant additional capacity to the passenger transport system, in order to meet sustainable mode share targets set by the NZTS and the Auckland RLTS 2010 – 2040; Assist in providing additional rail network capacity to support any future extensions of the rail network to the Auckland International Airport and the North Shore, longer term objectives of the Auckland Plan, the RLTS, and the Auckland Transport Plan; Assist in building more resilient regional infrastructure, an objective of the Auckland Plan, the RLTS, the AEDS, the Auckland Sustainability Framework, and the Auckland Transport Plan; Assist in meeting the environmental and health objectives, notably air quality standards, sought by the Auckland Plan, the RLTS, the Regional Policy Statement and the Auckland Council Regional Plan: Air, Land and Water (ARP:ALW); Assist in reducing regional carbon emissions stemming from the transport system, a key component of climate change, and an objective of the NZTS; Compliment investment in Auckland’s strategic road network by freeing up road space for freight and other (e.g. commercial and recreational) trips; Enhance access to the heart of Auckland improving the ability for international and domestic tourists alike to travel within Auckland region from the city centre area.

It is noted that the first stages of creating an efficient and effective rapid transit system in Auckland have already begun. Central Government and the Auckland region have spent or committed over $2 billion since 2001 developing the Auckland rail network. The commitment to electrify the Auckland suburban rail network is underway, including the building and delivery of the new electric powered rolling stock (EMU’s) to run on this network. The CRL will enhance the benefits of the existing resources already committed to electrification.

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Project Approach and Statutory Context

This section of the AEE sets out, in summary, ATs approach to delivering the CRL Project and the statutory planning context, particularly the approach being taken to designate for the CRL’s construction, operation and maintenance. It also provides an overview as to how AT anticipates delivering the overall CRL project. In this chapter the relevant statutory matters are set out. The assessment of the CRL in relation to these matters is provided in section 8 of this AEE and in Appendix 718.

2.1

Project Approach

2.1.1

Overview

Figure 2.1 on the following page depicts the general order of works and investigations that need to be completed in order to construct and operate the CRL. Funding has yet to be secured to construct the CRL and accordingly a time for commencement of the physical works has not been finalised. The Auckland Plan, which provides a long-term strategy for growth and development in Auckland, has a 30 year timeframe for implementation, as does the RLTS (2010 – 2040). The securing of the CRL through the designation process as a first step is consistent with the implementation timeframes of these policy documents. As indicated in Figure 2.1, the NoR to designate the CRL in the Auckland Council District Plan is in the first phase of the overall project delivery. Also within the first phase are other project delivery components, which have been completed or are on-going. These include an engineering and architectural concept design, preliminary investigations work to support the concept design, initial consultation (which is on-going for this phase), and preparation of the AEE and Urban Design and Environmental Management Frameworks (UDF and EMF respectively). Future stages following this first current phase will involve: · · ·

· ·

further site investigations and the next stages of engineering and architectural design to refine the concept design; the preparation and lodging of a number of resource consents19 for those works not covered under the CRL designation; the preparation and provision to Auckland Council of a number of construction and operational management plans (prepared under the EMF which supports the NoR) to manage the anticipated environmental effects during construction and operation; the preparation of Outline Plan(s) to be provided to Auckland Council, in accordance with section 176(A) of the RMA for the various stages of the Project; and on-going consultation with the community including directly affected parties, those parties affected in proximity, Iwi, key stakeholders, and the general public.

AEE Volume 2 CRL NoR suite of documents

Section 2.3 of this AEE contains a description of those resource consents which are likely to be required in the future to construct and operate the CRL.

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Figure 2.1 Delivery Framework Overview

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2.2

Statutory Context

2.2.1

Introduction

The key statutory matters (under the RMA) of relevance to the CRL NoR are: Âˇ Âˇ

the purpose and principles of the RMA (Part 2); and NoRs for designations (Part 8).

Purpose and principles of the RMA The consideration of effects of the Project is subject to Part 2 of the RMA (purpose and principles). Section 5 states that: 1) The purpose of this Act is to promote the sustainable management of natural and physical resources. 2) In this Act, sustainable management means managing the use, development, and protection of natural and physical resources in a way, or at a rate, which enables people and communities to provide for their social, economic, and cultural well-being and for their health and safety while â&#x20AC;&#x201C; (a) sustaining the potential of natural and physical resources (excluding minerals) to meet the reasonably foreseeable needs of future generations; and (b) safeguarding the life-supporting capacity of air, water, soil, and ecosystems; and (c) avoiding, remedying, or mitigating any adverse effects of activities on the environment. Matters of national importance are set out in section 6: In achieving the purpose of this Act, all persons exercising functions and powers under it, in relation to managing the use, development, and protection of natural and physical resources, shall recognise and provide for the following matters of national importance: (a) the preservation of the natural character of the coastal environment (including the coastal marine area), wetlands, and lakes and rivers and their margins, and the protection of them from inappropriate subdivision, use, and development: (b) the protection of outstanding natural features and landscapes from inappropriate subdivision, use, and development: (c) the protection of areas of significant indigenous vegetation and significant habitats of indigenous fauna: (d) the maintenance and enhancement of public access to and along the coastal marine area, lakes, and rivers: (e) the relationship of Maori and their culture and traditions with their ancestral lands, water, sites, waahi tapu, and other taonga:

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(f) the protection of historic heritage from inappropriate subdivision, use, and development: (g) the protection of recognised customary activities. ‘Other matters’ are set out in section 7: In achieving the purpose of this Act, all persons exercising functions and powers under it, in relation to managing the use, development, and protection of natural and physical resources, shall have particular regard to – (a)

kaitiakitanga:

(aa) the ethic of stewardship: (c)

the efficient use and development of natural and physical resources:

(ba) the efficiency of the end use of energy: (c)

the maintenance and enhancement of amenity values:

(d)

intrinsic values of ecosystems:

(e)

[Repealed]

(f)

maintenance and enhancement of the quality of the environment:

(g)

any finite characteristics of natural and physical resources:

(h)

the protection of the habitat of trout and salmon:

(i)

the effects of climate change:

(j)

the benefits to be derived from the use and development of renewable energy.

Section 8 directs that: In achieving the purpose of this Act, all persons exercising functions and powers under it, in relation to managing the use, development, and protection of natural and physical resources, shall take into account the principles of the Treaty of Waitangi (Te Tiriti o Waitangi). Notices of Requirement AT has served six(6) NoR on Auckland Council to designate the CRL in the Auckland Council District Plan. The CRL is acknowledged to be an integrated project and as such the NoR are expected to be considered / processed together under the RMA. Section 168(2) applies to the NoR being served by AT: A requiring authority for the purposes approved under section 167 may at any time give notice in the prescribed form to a territorial authority of its requirement for a designation (a)

for a project or work; or

(b)

in respect of any land, water, subsoil, or airspace where a restriction is reasonably necessary for the safe or efficient functioning or operation of such a project or work.

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The prescribed form for a NoR is set out in Form 18 of the Resource Management (Forms, Fees, and Procedure) Regulations 2003. The NoR (contained in Volume 1 CRL NoR suite of documents) have been prepared in accordance with these regulations. The NoR will be considered by Auckland Council under section 171 (1A) and (1) of the RMA. (1A) When considering a requirement and any submissions received, a territorial authority must not have regard to trade competition or the effects of trade competition. (1) When considering a requirement and any submissions received, a territorial authority must, subject to Part 2, consider the effects on the environment of allowing the requirement, having particular regard to (a)

(b)

any relevant provisions of (i)

a national policy statement:

(ii)

a New Zealand coastal policy statement:

(iii)

a regional policy statement or proposed regional policy statement:

(iv)

a plan or proposed plan; and

whether adequate consideration has been given to alternative sites, routes, or methods of undertaking the work if (i)

the requiring authority does not have an interest in the land sufficient for undertaking the work; or

(ii)

it is likely that the work will have a significant adverse effect on the environment; and

(c)

whether the work and designation are reasonably necessary for achieving the objectives of the requiring authority for which the designation is sought; and

(d)

any other matter the territorial authority considers reasonably necessary in order to make a recommendation on the requirement

Part 2 and Policy Provisions An assessment of the CRL NoR against the matters set out in Part 2 and those relevant policy statements and plans is contained in section 8 of this AEE and in Appendix 720. Alternative sites, routes and methods The assessment of alternative sites, routes and methods is set out in section 3 of this AEE. This is supported by the 2010 Option Evaluation Report, Appendix 1121, and the 2012 Option Evaluation Summary Report, Appendix 1222.

Volume 2 CRL NoR suite of documents

Volume 3 CRL NoR suite of documents

ibid

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Reasonable Necessity for the Designation Section 171(1)(c) requires consideration of whether the work and designation are reasonably necessary for achieving the objectives of the requiring authority for which the designation is sought. With regard to the CRL project, the use of the designation mechanism under the RMA is considered reasonably necessary to achieve the objectives of AT as requiring authority. It will enable AT to secure the land required and undertaken the works required for the construction, operation and maintenance of the CRL. Designations are a tool specifically provided for the planning of public works and projects, both short and long term, and across short and long distances. A designation enables the development of public works and projects outside the normal planning provisions of a district or city plan, and allows the public work to be undertaken in a comprehensive and integrated manner. The alternative planning methods available are plan changes to the District Plan and the seeking of land use resource consents under the District Plan. A designation is essentially a “spot zoning” in the District Plan authorising the public work. Designations also provide the ability to safeguard the land required (a land protection mechanism) for the rail line from plan changes to change any provisions of the zones which the designation crosses and from development which may hinder or prevent the public work or project. It also supports the process for land acquisition through the PWA. The CRL designations, if confirmed, will be identified in the District Plan showing the location, nature and extent of the designations and proposed use of that land, providing certainty to landowners and the community of the intent of the requiring authority (AT). The designation provisions also include the ability to draw back the designation footprint (as desired) to operational requirements following construction via a relatively simple RMA process under section 182. If a plan change was undertaken to “zone” the CRL and provide provisions for its construction, operation and maintenance, upon completion of the construction a further plan change would be required to re zone only those areas of land required for the operation and ongoing maintenance of the rail line. Land no longer required would need to be re zoned as well at this time. Consenting the CRL under the RMA via resource consent under the District Plan is not an appropriate planning method as the construction, operation and maintenance of the CRL is not a typical activity provided for by a zone in a District Plan. Additionally, the CRL traverses a number of District Plan zones, each of which contain provisions which relate to more typical activities governed by the District Plan such as residential, commercial and industrial. Further, an approved resource consent is not shown in the District Plan, and therefore the certainty as to the location, nature and extent of the CRL will be more difficult for landowners and the community to ascertain. Territorial Authority Recommendation In considering the CRL NoR against the above provisions of the RMA, the Auckland Council will make a recommendation under section 171 (2) to AT as Requiring Authority to: (a)

Confirm the requirement;

(b)

Modify the requirement

(c)

Impose conditions

(d)

Withdraw the requirement

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Upon receipt of the Auckland Council recommendation, AT will, under section 172 of the RMA, advise Auckland Council whether it accepts or rejects the recommendation in whole or in part. Following this decision an appeal process to the Environment Court (and higher courts on points of law) is available. 2.2.2

RMA Designation Process

AT may give notice of its requirement for a designation under section 168(2) RMA: (a) for a project or work; or (b) in respect of any land, water, subsoil, or airspace where a restriction is reasonably necessary for the safe or efficient functioning or operation of such a project or work. The statutory framework under the RMA sets out the process for seeking designations. The serving of the NoR by AT (as the requiring authority) is the first part of the statutory planning process for securing the necessary planning approvals required to construct and operate the CRL. If confirmed the NoR will designate the CRL in the relevant district plan. This provides certainty to directly affected landowners and occupiers, those in proximity, iwi, stakeholders (including network utility operators) and the community as to the extent and location of the CRL (for construction and operation) and the nature of any restrictions. Serving the NoR protects the CRL from other development which may hinder or prevent it being constructed or operated. The NoR, if confirmed, will designate the CRL Project including the land required and allow the land use activities described in the NoR and assessed in this AEE. The process for confirming the CRL designation is generally as follows: ·

· ·

AT gives notice to Auckland Council of the NoR (the CRL designation has an interim effect from this point in time of protecting against activities which would prevent or hinder the CRL from being constructed and operated); Auckland Council publicly notify the NoR and any submissions are received; The Auckland Council planning offices prepare a section 42A report under the RMA which provides an assessment of the NoR and the submissions received and recommends (with reasons) whether Auckland Council should recommend to AT (as Requiring Authority) that it: · Confirm the requirement; · Modify the requirement; · Impose conditions; or · Withdraw the requirement A Hearing is held, Chaired and heard by an Independent Commissioner/s, who will make the final recommendation on behalf of Auckland Council to AT on the requirement (one of the four options set out above); Submitters who have indicated they wish to be heard have an opportunity at the Hearing to provide evidence in support of their submission; Following receipt of the Auckland Council recommendation, AT will issue its decision to: · Confirm the requirement; · ·

Modify the requirement; Impose conditions; or

Withdraw the requirement

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The AT decision will be issued to Auckland Council and all those parties who submitted on the CRL NoR. Appeal rights to the Environment Court on AT’s decision are available.

Section 2.2.5 of this AEE sets out the approach for assessing the actual and potential environmental effects associated with the NoR. The next part of the process, once a designation is confirmed, relates to submitting an "Outline Plan" under Section 176A. AT as the Requiring Authority will provide to the Auckland Council details of the works (the ‘Outline Plan’) authorised under the designation prior to construction. Section 176A(3)(a)-(f) of the RMA requires an Outline Plan to show: (a) Height, shape and bulk of the works; (b) Location of the works on the site; (c) Likely finished contours of the site; (d) Vehicular access, circulation, and the provision for parking; (e) Proposed landscaping; and (f)

Any other matters to avoid remedy or mitigate adverse effects on the environment.

The Section 176A RMA process provides the Council with the mechanism to review the works (shown in the Outline Plan) that are proposed, in terms of s176A(3)(a)-(f) RMA, and to request any changes before construction is commenced. This enables the Council to manage the adverse effects by checking the detailed information and plans to see they are in accordance with the confirmed designation (and any conditions). The Council can then request the requiring authority to make any changes to manage effects in accordance with the designation and conditions. Upon receiving an Outline Plan, a territorial authority has 20 working days to request any changes to the Outline Plan. The requiring authority may accept or reject the requested changes. Under section 176A(2) the submission of an outline plan may not be required if: (a) the proposed public work, project, or work has been otherwise approved under the RMA; or (b) the details of the proposed public work, project, or work, as referred to in subsection (3) above, are incorporated into the designation; or (c) the territorial authority waives the requirement for an outline plan. It is intended that an Environmental Management Plan (EMP) (see section 2.2.6 of this AEE), and those management plans which are to be developed within the EMP relating to the management of environmental effects23, will be provided to Auckland Council as part of the Outline Plan to meet the requirements of section 176A(3)(f) RMA. A Construction Environmental Management Plan (CEMP) will also be prepared prior to construction commencing and will be implemented during construction. These will enable any adverse construction related effects to be appropriately avoided, remedied or mitigated. The CEMP is the management plan which will contain (for the construction activity) the specific measures for managing and mitigating the adverse effects for the duration of construction. The

Which result from the works authorised by the designation

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CEMP will be submitted to Council as part of the Outline Plan process as it will, along with plans and other information, address those matters as required under section 176A(3)(f) of the RMA. As a construction project of this scale will proceed in stages, a number of delivery work plans (i.e. mini management plans) will be developed and implemented by the contractor throughout the construction period to deal specifically with the management of localised effects as works are physically occurring (i.e. localised traffic management plans to address the temporary closing of a traffic lane for a short time period). These delivery work plans will be developed in accordance with the measures contained within the CEMP. Additional management plans are likely to be required as a result of conditions imposed on the future resource consents. A designation once confirmed allows the requiring authority to do anything in accordance with the purpose of the designation, and any conditions attached to it, that may otherwise require consents under a district plan. Any other activities to be undertaken within the designation will need to comply with the provisions of the relevant district plans. A designation does not preclude the need to obtain any additional resource consents that may be required under a regional plan for any activities that may be associated with the Project but are not covered by the designation. The resource consents likely to be required to construct and operate the CRL are further described in Section 2.3 of this AEE. 2.2.3

The NoR to designate the CRL

This section briefly summarises the key information contained in the NoR Overview Document (Volume 1 of the CRL NoR suite of documents) as well as addressing other NoR statutory matters not already addressed in this section. As stated in section 2.2.1 of this AEE, AT has served six (6) NoR on Auckland Council to designate the CRL. As it is an integrated project it is expected that these will be processed together. To aid administration it is appropriate to separate the CRL designation into six (6) NoR in order to: · ·

Reflect the different nature of the restrictions the related designations (if confirmed) will impose on affected parties, including subsurface restrictions; provide flexibility in the construction of the Project recognising that parts of the Project may be constructed at different times;

enable specific or localised effects to be addressed by conditions that are only appropriate to that NoR; and

while this does not preclude consideration of effects across the CRL corridor, given the extent of the Project, this will assist potentially affected parties to focus on the NoR that is of particular interest to them.

The effects specific to each NoR vary and are covered in section 5 of each NoR Form (Volume 1 CRL NoR suite of documents). Section 7 of this AEE provides the more detailed assessment of effects for the CRL Project in relation to the NoR. The CRL NoR relate to: ·

Surface (designation) – means designation of the ground surface (including air space above and land below to the centre of the earth);

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Strata (designation) – means designation of land layer starting 5 metres below the ground surface and the sub-strata designation. This starts at a nominated distance below the surface and extends down to meet the sub-strata designation (the tunnel envelope); Sub-strata (designation) – means designation of land starting below the strata designation to the centre of the earth (provides for the rail tunnels).

The different types of designation means that some people may be affected by surface designation which provides for works at ground surface, while others may only be affected by works occurring at a sub-strata level. Figure 2.2 below provides a visual explanation of these designation types for the CRL. The first diagram shows the surface designations NoR 1 and 6. The second shows the sub-strata designations in relation to Karangahape and Newton Stations (NoR 4 and NoR 5). The third shows the strata and sub-strata designations NoR 2 and NoR 3. Figure 2.2 Visual Explanation of designation types Surface designations

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Sub-strata Designations

Strata Designation with Sub-strata Designation below

The location of the six (6) NoR is shown on the NoR Overview map24. The NoR are summarised in Table 2.1 below. All NoR are seeking to designate land for purposes of construction, operation and maintenance of the CRL including stations, interchange, and associated or ancillary activities. A full description as to the specific nature of each NoR is set out in the relevant Form contained in Volume 1 CRL NoR suite of documents.

Figure 3 NoR Overview Document Volume 1 CRL NoR suite of documents

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Table 2.1 Summary of NoRs NoR Number 1

Type of NoR Surface

Sub-strata

Summary Description of NoR The land required for the construction, operation and maintenance of the CRL including: ·

Two (2) x rail tunnels extending from Britomart Transport Centre to Mayoral Drive. The tunnels cross Lower Queen Street, Queen Elizabeth II Square, Downtown Shopping Centre, are located under Albert Street within the road corridor;

Land (as listed in the bullet point above) and Galway Street and Tyler Street are required to facilitate construction of the tunnels;

Aotea Station located under Albert Street between Victoria and Wellesley Street; and

Construction site and ancillary activities

Ancillary activities associated with the operational rail network including but not limited to electrification and railway signalling.

The envelope of land required below the ground surface for the construction, operation and maintenance of the CRL tunnels including: ·

Two (2) x sub-strata bored tunnels running from south of Aotea Station. The tunnels are within the road reserve and pass under private land in the vicinity of Mayoral Drive, Vincent Street, Pitt Street, Karangahape Road, Mercury Lane, Central Motorway Junction, St Benedict Street, Symonds Street, and New North Road; and

Ancillary activities associated with the operational rail network including but not limited to electrification and railway signalling.

Strata (Protection)

A protection designation that acts as a buffer area between activities on the surface and the sub strata designation that provides for the two bored tunnels (NoR 2). The strata designation restricts, but does not necessarily preclude, future development which could hinder or prevent the CRL being constructed, or impact the structural integrity of CRL tunnels following construction. This designation applies above NoR 2, starting from 5 metres below the surface, from south of Aotea Station to the surface designation area north of Newton Station (excluding the station areas under NoR 4 and NoR 5).

Surface and sub-strata components

Karangahape Station within road reserve and private property (or parts of private property) in the vicinity of Pitt Street, Beresford Square, Karangahape Road, and Mercury Lane. Provides an envelope for the station construction, maintenance and operation at the surface and below including the mined side platforms, a construction site and ancillary activities at Beresford Street.

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NoR Number

Type of NoR

Summary Description of NoR

Surface and sub-strata components

Newton Station within road reserve and private property (or parts of private property) in the vicinity of Symonds Street, Dundonald Street, Basque Street, and New North Road. Provides an envelope for the station construction, maintenance and operation at the surface and below including the mined side platforms, a construction site and ancillary activities at Symonds Street carpark.

Surface

The land required for the construction, operation and maintenance of the CRL including: ·

Two (2) x tunnels in the vicinity of Nikau, Shaddock, Ruru, Korari, and Flower Streets in Newton;

The movement of NAL tracks and the placement of CRL tracks to facilitate the CRL tracks rising out of the ground between the NAL tracks;

The main construction site area for the Project including site offices, delivery and lay down areas, storage of construction materials, stockpiling of spoil, tunnel boring machine launch /assembly, and electrical sub-station (located on land between Porters Avenue and Ngahura Street in the west and Mt Eden Road in the east, and Nikau Street in the north and the NAL to the south); and

Grade separation of Normanby Road over the NAL and associated construction works;

Replacement of the Mt Eden Road Bridge to facilitate the additional CRL tracks below and associated construction works;

Provision of a grade separated pedestrian bridge over the NAL and CRL tracks in the vicinity of Ngahura Street;

Grade separation of Porters Avenue over the NAL and associated construction works;

Ancillary activities associated with the operational rail network including but not limited to electrification, and railway signalling.

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2.2.4

NoR Supporting information

As outlined in Section 1.2 for the purposes of this Project a suite of documents have been supplied to support the NoR. The key supporting document is this document (the AEE) and its appendices. There are also a number of technical reports that inform this document and these include: · · · · · ·

Option Evaluation reports (2010 and 2012) Concept Design Report and plans (2012) Technical Environmental Assessments (2012) Environmental Management Framework (2012) Urban Design Framework (2012) Cultural Values Assessment (2012)

These documents are contained in Volume 3 of the CRL NoR suite of documents and are discussed and referred to throughout the AEE as these have informed the assessments in order to provide a designation within which the final project will sit. The purpose of the designation is to establish an envelope to identify and protect the route and the land footprint required, and to consent the land use activities that are intended or expected to be carried out within that envelope. a. Option Evaluation reports A number of investigative studies have occurred over previous years considering the feasibility of the CRL. These are further discussed in section 3 of this AEE in regards to the alternatives assessment for the CRL NoR. The option evaluations that have occurred over the years provide the assessment of alternatives (evaluation of the alternative sites, routes, or methods considered) required under the provisions of the RMA. The main alternatives assessment which supports the CRL NoR is the work undertaken in 2009 / 2010. This work is summarised in the 2010 Option Evaluation Report and established a preferred alignment for the CRL tunnels between Britomart and NAL, and also determined the location of three stations. In 2012 refinements to the 2010 preferred alignment and station locations have been considered and incorporated into the alignment for the CRL tunnels, and station locations (which are the subject of the CRL NoR). A summary of this work can be found in the 2010 and 2012 Option Evaluation Reports. b. Concept Design Report ·

The Concept Design Report (CDR), provides a representative engineering and architectural concept for the Project for the purposes of assessing the actual and potential effects of the designation and the works authorised by it. The concept design is indicative and feasible. The CDR includes an indicative construction methodology and construction programme. The CDR establishes the parameters for the AEE for the NoR, and also the land requirement footprint for the CRL designation (including construction). Later stages of design (i.e. preliminary, detailed and construction) will further refine the design and construction methodologies for the CRL, generally within the effects envelope and land requirement footprint established at this NoR stage. Any additional requirements or amendments identified at a later date separate from the envelope or footprint would require an alteration to the designations and trigger a further statutory process.

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c. Technical Environmental reports The technical environmental reports provide the background assessments that inform the AEE relating to noise and vibration, archaeology, built heritage, integrated transport, contaminated land, air quality, and trees. d. Environmental Management Framework (EMF) An EMF has been developed to support the NoR and this AEE as one of the mechanisms for managing environmental effects, including the remedying and mitigating of any adverse effects. This is further discussed below in section 2.2.6. e. Urban Design Framework (UDF) The UDF for the CRL NoR provides a set of principles which will guide the future stages of the design of the public surface areas around the stations. The UDF is contained in Volume 3 of the CRL NoR suite of documents. The UDF Principles have been included in this AEE at section 1.7.3. f. Cultural Values Assessment An assessment of maori values is desirable to support the CRL NoR, particularly with regard to being able to assess the Project against Part 2 RMA matters. The Cultural Values Assessment undertaken for the CRL NoR is contained in Appendix 6 Volume 2 CRL NoR suite of documents. 2.2.5

Assessing Effects of the CRL NoR

An overall evaluation of the CRL as it relates to the NoR has been carried out, including: · · · ·

Consideration of the nature and likely timeframe for the construction period; Alternative sites, routes and methods; The benefits of the project; Any actual or potential effects and measures to avoid, remedy and mitigate any adverse effects.

A prudent or conservative “envelope approach” to identifying and assessing the actual and potential effects of the CRL Project in relation to the NoR has been adopted. This approach is commonly used to identify and assess effects of a project based on an engineering and architectural concept design and framework for conditions to be imposed on the designation. Sufficient investigations and assessments have been undertaken to understand and evaluate the actual and potential effects of the designation and CRL while providing flexibility to enable innovations to be developed in later stages of design (preliminary, detailed and construction) and efficiencies to be optimised at the time of construction. The construction of the CRL will involve works typical of large infrastructure projects and in particular, projects involving major transport corridors where there is a need to consider a number of competing interests, benefits and effects. The construction period for the Project is expected to be between 5 and 6 years in duration. There will be adverse effects experienced during construction, and while these effects will be temporary, localised to the area where they are occurring, and will cease at completion of the construction period, the potential effects of construction are acknowledged to be a significant impact of the project. The longer term effects of the Project will be (in general) significantly positive. The effects in relation to the CRL NoR are identified and assessed in Section 7 of this AEE.

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Works within Britomart and the NAL Construction works are required within Britomart and the existing NAL rail corridor to connect the CRL rail tracks into the existing Auckland rail network. Britomart is designated for the operation and maintenance of a transport centre and the provision of a rapid rail system. AT is the Requiring Authority for the designation over Britomart. The CRL is considered an activity covered by this designation. Therefore works within Britomart required to connect the CRL into the existing tracks and platforms will be authorised under the Outline Plan process (set out above under section 2.2.2) prior to construction. For completeness in understanding the CRL project, the works are referred to within the CRL NoR suite of documents, including a description within the CDR25, and assessments of the likely effects that may occur within the relevant technical reports26. The NAL is also designated for railway purposes. No conditions are attached to the NAL designation. The New Zealand Railways Corporation (NZRC or KiwiRail) is the Requiring Authority for the designation over the NAL. Works required to be undertaken within the existing NAL designation will be done in conjunction with KiwiRail. The works within the NAL are all contemplated under the existing designation and include the laying of track (including any required ballast and sleepers) and ancillary construction e.g. retaining structures to support the trenches within which the CRL tracks will rise to join the NAL at the surface. The works will be subject to the existing NAL designation and will be authorised under the Outline Plan process (set out above under section 2.2.2) prior to construction. For completeness in understanding the CRL project, the works are referred to within the CRL NoR suite of documents, including a description within the CDR27. No assessment of the effects of works to be carried out within this existing designation is required as they will be consistent with the rail purposes of the designation. Those works required within land covered by the CRL designation adjacent the NAL will also be done in conjunction with KiwiRail given that the works will connect to those works being carried out in the NAL designation, and because of the proximity to the working NAL railway. 2.2.6

Mitigating Effects of the CRL NoR

a. Environmental Management Framework An EMF has been developed by AT to support the NoR. The EMF is contained in Appendix 128. The EMF provides an overarching framework within which mechanisms are developed to mitigate actual and potential adverse effects from construction and operation of the CRL. The purpose of the EMF is to enable any adverse effects of the Project to be avoided, remedied and / or mitigated through a consistent and integrated approach to addressing environmental management. The EMF contains a hierarchy of documents and provides for the transfer of information between CRL Project phases.

Appendix 13: Volume 3 CRL NoR suite of documents

Contained in Volume 3 CRL NoR suite of documents

Appendix 13: Volume 3 CRL NoR suite of documents

Volume 3 of the CRL NoR suite of documents

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The documents are: Environmental Management Plan (EMP): AT propose to prepare this document in the next design stage. This document will be a living document and will be updated as required throughout the Project lifecycle. The EMP will contain the conditions of the designation and in future any conditions of resource consents which relate to mitigating the adverse effects on the environment resulting from the project. The EMP is supported by a Communications Management Plan, a CEMP, and operational plan(s). These key plans discussed below. Communications Plan: This plan is also a living document and will be the responsibility of AT to update as required throughout the Project lifecycle. It sets the framework, strategy and approach that AT are implementing with regard to communications and consultation for the CRL project. Construction Environmental Management Plan (CEMP): This is the key plan which will be prepared at the time of construction to manage the environmental effects of the project for the duration of construction. It will provide to Auckland Council the specific details on how the contractor intends to manage the environmental effects of construction (in accordance with the designation and future resource consents).

With the designation lapse period sought being 20 years, it is prudent to provide certainty now under the EMF regarding the future process for implementing measures to avoid, remedy or mitigate any adverse effects. The adverse effects of the Project have been identified in this AEE and the project proposes measures to manage these effects including any mitigation. The proposal and draft conditions establish the â&#x20AC;&#x153;effects envelopeâ&#x20AC;? for the proposed designation. The effects are assessed in Section 7 of this AEE and additionally by the technical experts within the technical reports29. Mitigation measures which have been identified within Section 7 of this AEE and the technical reports have been included within the example content of the indicative management plans contained in the EMF. While the EMF relates to the NoR at this stage, it is envisaged that it will also be adopted and expanded to include the management of environmental effects, including the remediation and mitigation of these, associated with any future resource consents obtained for the project. b. NoR Condition Framework AT proposes that conditions be imposed on its CRL designation to avoid, remedy or mitigate the adverse effects of the Project as appropriate. The proposed draft conditions to be imposed on the CRL designation will be provided at a later date. In summary this will include conditions regarding preparation and development of the identified management plans under the EMF and the design principles set out in the UDF. As discussed under Section 2.2.1 of this AEE the RMA provides for the detail of the works associated with the designation to be provided to Auckland Council using the Outline Plan process. These provisions are quite specific in the information to be provided to Council as set out under section 2.2.1 of this AEE.

Volume 3 of the CRL NoR suite of documents

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2.2.7

Lapsing Period Sought for CRL Designation

Pursuant to section 184 RMA the designations seek lapse periods of 20 years. This extended period is to: Âˇ

Âˇ Âˇ

Protect the CRL (tunnels, stations, construction areas), both above and below ground, for this long term strategic transport project, so that there is certainty that the CRL can be constructed and operated; Provide certainty to affected landowners and the community as to the nature and location of the CRL through inclusion in the appropriate district plans; Provide sufficient time to give effect to construction of the CRL including undertaking property and access negotiations, further site investigations and design (preliminary, detailed and construction), and construction of the Project: o It is estimated that the construction period alone is approximately 5 to 6 years in length and therefore to provide certainty once the CRL is under construction that the designation has been given effect to, a longer period than the default period of 5 years is necessary; o It will also provide an appropriate period to obtain the necessary resource consents, building consents, and to undertake tendering / procurement, and other processes associated with the Project construction.

It is noted that in accordance with section 182 of the RMA, AT will look to rationalise the CRL designation following completion of the construction phase so that it then only relates to those areas needed for operation and maintenance requirements. At completion of construction land not required for operation and maintenance will be available for redevelopment (subject to some constraints in terms of direct and reverse sensitivity impacts on the rail infrastructure below). 2.2.8

Interplay of the Public Works Act 1981 with Designations under the RMA

A brief summary of the interplay between the PWA and land included within a designation footprint under the RMA is provided in Appendix 330. Briefly, where works need to be located on private land (and included within the designation footprint), AT is required to obtain a property right so it can go onto or use that land. Property rights could mean acquiring a freehold title (i.e. AT purchases the land), or a lease, or an easement. Acquiring the relevant property rights is a separate process to the designation process, but as the designation identifies the land required or any restrictions that may apply to the land it is usually the first step (towards acquisition of land or the rights to encumber land for a public work). Where works are underground, such as tunnels, strata titles can also be involved. These property rights will need to be obtained before AT can proceed to construct the CRL.

Volume 2 of the CRL NoR suite of documents.

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2.2.9

Existing Designations

Portions of the proposed CRL designation overlay existing designations in the district plan. Consequently it will be a secondary designation, subservient to the primary or pre-existing ones. These include designations for: · · · ·

Britomart Transport Centre and Auckland’s local roads (for which AT is also the Requiring Authority – see section 2.2.5 above); State highways including the CMJ (for which NZ Transport Agency (NZTA) is the Requiring Authority); A piece of the Mt Eden Prison land for which Ministry of Corrections is the Requiring Authority; Other utility network operators (including the Vector Tunnel – of which Vector is the Requiring Authority).

The CRL will also be adjacent to the rail designation for the NAL for which KiwiRail is the Requiring Authority. As discussed in section 2.2.5, where works are required within the existing NAL these will be carried out with KiwiRail under the existing KiwiRail designation. Section 6 of this AEE which sets out the existing environment contains a list in Tables 6.4 and 6.5 of the designations of other Requiring Authorities that will be directly affected by the CRL designation or in close proximity to the CRL designation. The relevant planning maps showing these designation locations are contained in Appendix 431. Section 177 of the RMA sets out the provisions which govern Requiring Authorities where a number of designations exist over the same area. In giving effect to the CRL designation, AT will need to comply with these provisions. In general it is noted that the rail link has been located and designed (including the development of the indicative construction methodology) so as not to prevent or hinder these other designated works. 2.2.10 Existing Heritage Orders Where the CRL designation is proposed on land subject to an existing heritage order, approval will be required from the appropriate heritage protection authority in accordance with section 177 of the RMA. Auckland Council Heritage department have confirmed there are currently no Heritage Orders which are affected by the CRL NoR. 2.2.11 Information Requirements for Notices of Requirement under the Auckland Council District Plan Both the Central Area and the Isthmus section of the Auckland Council District Plan list a number of information requirements to accompany the serving of NoR to designate land. These are generally the same for both district plans (albeit with some minor word differences). Table 2.2 sets out the information requirements as noted in both sections of the District Plan and provide a comment/section reference in regard to the requirements.

Volume 2 of the CRL NoR suite of documents.

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Table 2.2 – Information Requirements under the Auckland Council District Plan Central Area Section

Isthmus Section

Comment/Section Reference

(a) Sufficient drawings to adequately illustrate the proposal.

The three sets of plans which illustrate the proposal are as follows: · Land Requirement Plans are included in Volume 1 of the CRL NoR suite of documents; · Aerial Plans are included as Appendix 1: Volume 2 of the CRL NoR suite of document; and · 2012 Concept Design Report Appendix 13: Volume 3 of the CRL NoR suite of documents.

(b) Details of the Order in Council which empowers the applicant as a requiring authority in this case, including any specified terms and conditions, whether the proposed work is a public work in terms of the Resource Management Act 1991, or if the requirement is for a proposed project or work by a network utility operator. Note: Pursuant to S166 of the Act a Minister of the Crown is a requiring authority and doesn’t require an Order in Council to exercise the designating powers of the Act.

The legislative provisions confirming AT’s status is attached in Appendix 2: Volume 2 of the CRL NoR suite of documents

(b)Whether the proposed work is a public work in terms of the Act, or if the requirement is for a proposed project or work by a network utility operator, details of the Order in Council which empowers the applicant as a requiring authority in this case, including any specified terms and conditions.

(c)A statement of the objectives of the requiring authority that the requirement is necessary to achieve.

Section 1.7 of this AEE lists AT’s objectives and the objectives for the CRL project. The NoRs and section 8.5.6 provides an assessment of the CRL against Section 171 of the RMA

(d)The degree to which the work complies with Part II of the Act.

Sections 8.5.1 to 8.5.4 of this AEE provides an assessment of the CRL against the provisions of Part 2 of the RMA

(e)How the work impacts on any relevant provisions of national, coastal and regional policy

Section 8.6 of this AEE summarises relevant statutory planning documents with an

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Central Area Section

Isthmus Section

Comment/Section Reference

statements and regional plans.

additional analysis of these documents included in Appendix 7: Volume 2 of the CRL NoR suite of documents

(f)The degree to which the work meets the policies, objectives and rules of this Plan.

Section 8.6.2 and Tables 8.2 and 8.3 of this AEE have a summary of the assessment of the Project against the two sections of the District Plan, with an additional analysis of these documents included in Appendix 7: Volume 2 of the CRL NoR suite of documents.

(g)Details of current ownership of the subject land, the proposed land acquisition program, and site clearance proposals.

A detailed list of land requirements is found within the Land Requirement Plans and associated Schedule of Affected Properties in Volume 1 of the CRL NoR suite of documents. A discussion on land acquisition is contained in Section 2.2.8 and in Appendix 3 of this AEE . These NoR are for construction, operation and maintenance of the CRL.

(h)The proposed sequence and timing of implementation of the work or project clearly identifying any part of the work which may not be commenced for 5 years or more.

The CDR contained in Volume 3 of the CRL NoR suite of documents gives an indicative construction timeline from beginning of construction. Specific dates are not yet known as the commencement of physical work is yet to be finalised. In general it is envisaged that property owners are able to continue to use their buildings and structures albeit with restrictions in relation to protecting the integrity of the designations (i.e. ensuring that no works prevent or hinder the future construction, operation and maintenance of the CRL).

(i)Proposals for the use and maintenance of those parts of the land which will not be developed for 5 or more years, in particular, identification of those buildings and structures which could continue to be used and maintained in the meantime.

(j)Details of the effects the work or project will have on the environment in accordance with Clause 15.3.1.4. In addition, a description of the forecasting methods used to assess longer term and cumulative effects on the environment shall be provided.

(j)Details of the effects the work or project will have on the environment in accordance with Clause 4.3.1.4 SCHEDULE OF EFFECTS of Part 4. In addition, a description of the forecasting methods used to assess longer term and cumulative effects on the environment shall be provided.

In relation to the NoR, Section 7 of this AEE provides a comprehensive assessment of the actual and potential effects on the environment.

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Central Area Section

Isthmus Section

Comment/Section Reference

(k)Where hazardous substances may be used in the construction or operation of the work or project, the degree of risk to public health and safety arising from the storage, use, disposal or transportation of such substances shall be evaluated. (l)If the site is already designated, information as to what that designation is for, the extent to which it has been put into effect, and the generated effects of the existing designation.

Section 6.3.12 and section 7.11 of this AEE discusses the potential for contaminated land to be encountered within the existing environment.

(l)If the site is already Section 6.3.14 of this AEE details the existing designated what that designations which are affected or adjacent designation is for, to the proposed NoR. whether the previous designation has been fully put into effect and if not, the extent to which it has been put into effect, and the generated effects of the existing designation.

(m)If the site is subject to a heritage protection order, what heritage item the order is for, and the effect of the proposed designation on that item.

There are currently no Heritage Orders affected by the CRL NoR.

(n)Details of all archaeological features present within the site.

Archaeological sites both adjacent to and within the land required are summarised in Section 6.3.6 of this AEE with further detail in Appendix 3: Volume 3 of the CRL NoR suite of documents.

The requirements set out in the above table are satisfied in the information provided within the CRL NoR suite of documents.

2.3

Future Resource Consents Required

As noted already in this AEE, AT is not yet seeking resource consents from the Auckland Council for works pursuant to sections 9, 14, and 15 of the RMA which are not covered by the designation provisions (i.e. consents under regional plans). However, such consents will be required in the future in order to construct the CRL. The relevant Auckland Council Regional Plans give effect to these sections of the RMA by providing specific standards. Where the potential works do not meet the requirements for a permitted activity, resource consents will need to be sought from the Auckland Council. Based on the concept design and information available to date, along with an assessment of the current requirements of the Auckland Council Regional Plans, a preliminary analysis of the resource consents required in the future is set out in the sections below. This is not a definitive determination of what future resource consents will be required. This will need to occur once the necessary site investigations and design is available.

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Currently resource consents would likely be required under the following Regional Plans: · ·

ARP: ALW Auckland Council Regional Plan: Sediment Control (ARP: SC)

a. Land Use Consents Table 2.3 Land Use Consents Consent

Plan Ref

RMA Ref

Status

Comments

Land Use Consents – Land Disturbance

ARP: SC – Rule 5.4.3.1

Section 9(2)

Restricted Discretionary

Earthworks and roading / tracking / trenching during construction within the Sediment Control Protection Area (in the vicinity of Britomart where works are within 100m of the Coastal Management Area) greater than 0.25 hectares in area and longer than 100m in length is a Restricted Discretionary Activity. Earthworks and roading / tracking / trenching outside the Sediment Control Protection Area greater than 5 hectares in area on slopes less than 15* or greater than 0.25 hectares in area on slopes greater than 15* is a Restricted Discretionary Activity. Any associated discharge of sediment laden runoff will require consent as a discretionary activity. Relates to the entire length of the Project.

b. Discharge Permits Notes in relation to Air Discharge: ·

It is noted that discharges of contaminants to air from trains are specifically permitted under the ARP: ALW.

The CRL is located within the Urban Air Quality Management Area (AQMA) and is in part within the Western Springs Aquifer in Newton.

There are no rules in the ALWP relating to discharges to air from tunnels or ventilation stacks.

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Table 2.4 Discharge Consents Activity

Plan Ref

RMA Ref

Status

Comments

Air Discharge– Transboundary Discharge of Dust from Earthworks or Road Works

ARP: ALW – Rule 4.5.56

Section 15(2)

Restricted Discretionary

The discharge into the air of offensive or objectionable contaminants (including dust) or hazardous air pollutants (including dust) likely to cause adverse effects on human health, ecosystems or property beyond the boundary of the premises where the activity is being undertaken from earthworks or road works. Relates to the entire length of the Project and in particular the construction sites, the Newton Junction and the station locations.

Air Discharge Discharge of contaminants into air, through a bag filter system

ARP: ALW – Rule 4.5.57

Section 15(2)

Restricted Discretionary Activity.

The discharge into the air of contaminants from the mixing of cement powder with other materials to manufacture concrete or concrete products at a rate exceeding a total production capacity of 110 tonnes per day. Applies to construction site areas, particularly the main construction site.

Air Discharge Discharge of Contaminants from the Temporary Crushing of Concrete and/or Aggregates with a Mobile Crusher

ARP: ALW – Rule 4.5.58

Section 15(2)

Restricted Discretionary

The discharge into the air of contaminants from the temporary crushing of concrete and/or aggregates with a mobile crusher (the TBM / road header machine) at a rate in excess of 60 tonnes per hour. Or if not at a rate in excess of 60 tonnes per hour, if discharge into the air is offensive or objectionable contaminants (including dust) or hazardous air pollutants (including dust) likely to cause adverse effects on human health, ecosystems or property beyond the boundary of the premises where the activity is being undertaken. Relates to the entire length of the Project.

Air Discharge – Discharge of contaminants to air from

ARP: ALW – Rule 4.5.59

Section 15(2)

Permitted Activity, subject to conditions (a) to (c) of Rule

Conditions (a) to (c) of Rule 4.5.1 are: (a) That beyond the boundary of the premises where the activity is being undertaken there shall be no noxious, dangerous, offensive or objectionable

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Activity

Plan Ref

RMA Ref

earthworks or from the construction, maintenance or repair of roads (road works)

Status

Comments

4.5.1.

odour, dust, particulate, smoke or ash; and (b) That there shall be no noxious, dangerous, offensive or objectionable visible emissions; and (c) That beyond the boundary of the premises where the activity is being undertaken there shall be no discharge into air of hazardous air pollutants that does, or is likely to, cause adverse effects on human health, ecosystems or property; Applies to those areas of the CRL Project where road is being reinstated as a result of CRL construction works within the CRL designation footprint.

Air Discharge– Discharge of Contaminants from the Manufacture of Concrete/ Asphalt

ARP: ALW – Rule 4.5.62

Section 15(1)

Discretionary Activity

The discharge into the air of contaminants from the manufacture of concrete at a rate in excess of 110 tonnes per day, or from the manufacture of asphalt paving mix. If this discharge is emitted through a bag filter system, consent will be required as a Restricted Discretionary Activity only under Rule 4.5.57. Relates to the cement grout production plant.

Air Discharge– Discharge of Contaminants from OpenCast Extraction, Crushing, Screening or Processing Aggregates

ARP: ALW – Rule 4.5.63

Section 15(1)

Discretionary Activity

The discharge into the air of contaminants from any process that includes open-cast extraction (cut and cover), crushing, screening or processing of minerals/ores and aggregates (bentonite/cement products) at a rate of 5 - 200 tonnes per hour within an Urban AQMA. Relates to the cement grout plant and the bentonite slurry plant in the main construction site.

Air Discharge– Discharge of Contaminants from the Manufacture of Cement Products.

ARP: ALW – Rule 4.5.68

Section 15(1)

Discretionary Activity

The discharge into the air of contaminants from the cement grout production plant proposed and any other process that involves the manufacture of cement products from raw materials. Relates to the cement grout

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Activity

Plan Ref

RMA Ref

Status

Comments

production plant. Air Discharge– Discharge of Hazardous Air Pollutants

ARP: ALW – Rule 4.5.98

Section 15(2)

Discretionary Activity

The discharge into the air of hazardous air pollutants, which are not emitted from the remediation of a contaminated premise, which are likely to cause adverse effects on human health, ecosystems or property beyond the boundary of the premises where the activity is being undertaken. Relates to the entire length of the Project.

Stormwater Discharge – Stormwater Discharge by a Network Utility Operator within an Urban Area

ARP: ALW – Rule 5.5.11

Section 15

Restricted Discretionary

Stormwater diversion and discharge and wastewater discharge that can be undertaken by a Wastewater or Stormwater Network Utility Operator within an Urban Area. A Network Management Plan must be prepared. It is assumed that such a diversion / discharge is unable to meet the stormwater or wastewater standards in Rule 5.5.10 (if these standards can be met, the activity will be a Controlled Activity under Rule 5.5.10). Relates to the entire length of the Project.

Discharge to Land or Water– Discharge of Contaminants from a New High Risk Industrial Process

ARP: ALW – Rule 5.5.18

Section 15

Restricted Discretionary

Discharge of contaminants, including hazardous substances, from the area of a new industrial or trade activity as defined in Schedule 3 as High Risk. This Schedule includes crushing and separation of demolition material and slag, crushing and sorting metals, waste transfer stations, bitumen and asphalt mixing and cement manufacturing and batching operations. If such discharges are environmentally hazardous substances, approval must be obtained from the stormwater and/or wastewater utility operator prior to discharge into the stormwater or wastewater network. If approval is not obtained, the discharge will require a consent as a Discretionary Activity under Rule 5.5.19. Relates to the construction sites,

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Activity

Plan Ref

RMA Ref

Status

Comments

including the cement grout plant, the bentonite plant and the spoil and material handling and storage areas. Discharge to Land or WaterDischarge from the Disturbance and Remediation of Contaminated Land

5.5.44

Section 15

Controlled Activity

Discharge of contaminants to land or water from land containing elevated levels of contaminants that is undergoing remediation and/or disturbance. A Site Investigation Report and Remedial Action Plan must be provided to Council, or consent will be required as a Restricted Discretionary Activity under Rule 5.4.44A. Applies to potentially contaminated sites along the length of the Project.

Discharge to Land or Water – On-going Discharge from Contaminated Land

5.5.44A

Section 15

Restricted Discretionary Activity

It cannot be determined at this time whether compliance with the standards in (b), (c) or (d) of Rule 5.5.43 can be met (these standards relate to trigger values and guidelines). It is advised that as a precaution consent should be sought under Rule 5.5.44A. Consent is required for the on-going discharge to land or water from land containing elevated levels of contaminants. Applies to potentially contaminated sites along the length of the Project.

c. Water Permits Table 2.5 Water Permits Activity

Plan Ref

RMA Ref

Status

Comments

Groundwater Diversion

ARP: ALW – Rule 6.5.77

Section 14(2)

Restricted Discretionary

The diversion of groundwater for the construction of the tunnel. Includes taking and disposing of the groundwater. Applies to the entire length of the Project and in particular the Britomart and Queen Street area.

Groundwater Drilling – Drilling a Bore into an Aquifer

ARP: ALW – Rule 6.5.25

Section 14(2)

Controlled

Drilling and constructing a bore to access groundwater for monitoring and groundwater take for the construction of the tunnel.

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Activity

Plan Ref

RMA Ref

Status

to Access Groundwater

Comments

Applies to the area where the Project route passes over land zoned as the Western Springs Volcanic Aquifer Management Area in the vicinity of Enfield Road, Normanby Road and Boston Road, Mt Eden.

Groundwater ARP: ALW Drilling – – Rule Drilling a Bore 6.5.29 or Hole that Disturbs an Archaeological Site, a Registered Historic Place or Waahi Tapu

Section 14(2)

Discretionary

Drilling a bore or hole to access groundwater for monitoring and groundwater take that disturbs an archaeological site, a registered historic place or area or Waahi Tapu. Disturbance may result from groundwater drawdown during construction. Applies to the entire length of the Project where archaeological, heritage and waahi tapu sites have been recognised.

Groundwater Take – Taking and Using Groundwater

Section 14(2)

Discretionary

The activity status of taking and using groundwater depends on the location of the take in relation to any other existing lawfully established takes, and the rate of usage. While the tunnel is watertight, some take will be required during construction. The take and use will be a Permitted Activity if: Less than 5m3/day averaged over a 20 day period (Rule 6.5.30); or Less than 20m3/day averaged over 5 consecutive days, and not exceeding 5000m3/year, if the take is located further than 100m away from an existing take from the same aquifer (Rule 6.5.31). The take and use will be a Controlled Activity if: Less than 20m3/day averaged over 5 consecutive days, and not exceeding 5000m3/year, if the take is located within 100m from an existing take from the same aquifer (Rule 6.5.37); or Between 20m3/day – 100m3/day and 5000m3/year – 15000m3/year, if the take is located further than 100m away from an existing take from the

ARP: ALW – Rule 6.5.45

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Activity

Plan Ref

RMA Ref

Status

Comments

same aquifer (Rule 6.5.38). The take and use will be a Discretionary Activity if: Less than 100m3/day, and not exceeding 15000m3/year, if the take is located within 100m from an existing take from the same aquifer (Rule 6.5.44). Exceeding 100m3/day and/or 15000m3/year (Rule 6.5.45). It cannot be determined at this time what level of compliance can be achieved with the above standards. It is advised that as a precaution consent should be sought under Rule 6.5.45 for a Discretionary Activity.

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Consideration of Alternatives

3.1

Summary of Alternatives Considered

AT has carried out a detailed and robust consideration of alternatives, and has confirmed a preferred alignment, station locations, and an interchange facility for the CRL. In relation to the NoR, in accordance with section 171(1)(b) of the RMA, there has been adequate consideration of alternative sites, routes and methods, taking into account a range of relevant matters including environmental effects and engineering constraints. The consideration of alternatives includes a review of key previous investigations of the sites, routes and methods (including the 2009/2010 option evaluation work undertaken by KiwiRail and the then Auckland Regional Transport Authority (ARTA))32, as well as further options, iterations or variations (considered in 2012). The key option evaluation studies which support the CRL NoR have been undertaken since 2004. In particular the work summarised in the 2010 Option Evaluation Report forms the main alternatives assessment for the CRL NoR. This work resulted in a preferred underground alignment for the CRL tunnels between Britomart and the NAL, the connection to the NAL, and the location of 3 stations. Work undertaken during 2012 has refined the preferred alignment and station locations, determined at the end of the 2009/2010 work for the CRL. The summary of the work undertaken in the 2012 refinement can be found in the 2012 Option Evaluation Summary Report, Appendix 1233. Both these option evaluation reports should be read in conjunction with this section of the AEE. A number of studies since the early 1900â&#x20AC;&#x2122;s have considered the feasibility of the CRL. The 2010 Option Evaluation report summarises these previous studies. In more recent times investigations have focused on alternative route options and methods for a CRL that links the Cityâ&#x20AC;&#x2122;s downtown (Britomart Station) to the NAL (in the vicinity of Mt Eden Station). Technical and physical constraints (as summarised in section 4.2 of this AEE and further described in the Concept Design Report, contained in Appendix 1334) have determined the extent of the investigation and where feasible options for the CRL could be considered. The investigation area includes the central city generally bounded by the Waitemata Harbour in the north, the gullies to the east (Freemans Bay) and west (Grafton Gully) containing the motorway network, and the NAL to the south in the vicinity of Mt Eden Station (generally between Normanby Road in the east and the Dominion Road in the west). Between 2005 and 2008 a preferred alignment for the CRL was developed. The initial concept was an underground railway extending from Britomart under QE2S and the Downtown Shopping Centre, to a station in the vicinity of Albert Street/Wellesley Street. The 2010 Option Evaluation Report summarises a number of options to join this preferred alignment for the CRL to the NAL in the vicinity of Mt Eden Station. As well as considering alignment options, the 2009/2010 option evaluation work also evaluated a number of feasible station locations. At that time, it was determined that it was only feasible to have a maximum of 3 stations located along the CRL (between Britomart and Mt Eden). This constraint was due to the approximately 70m vertical rise between Britomart and the NAL near Mt

2010 Option Evaluation Report Appendix 11: Volume 3 CRL NoR suite of documents

Volume 3 CRL NoR suite of documents

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Eden. The CRL would need to achieve this without exceeding the maximum acceptable rail operating gradient of 3.5% while also clearing the motorway (CMJ) at a safe depth. At the conclusion of the 2009/2010 option evaluation work a preferred alignment was determined (along with three preferred station locations) which meet these constraints. The option evaluation work which has occurred during 2012 has built on the preferred alignment and station locations for the CRL determined during the 2009/2010 work. Three station locations provided for under the CRL NoR (Aotea, Karangahape and Newton) are essentially in the same location as that determined during the 2009/2010 work. The refinements that have occurred are generally the result of construction methodology changes. Karangahape and Newton Stations locations have altered slightly from the 2010 stations within the localised area of the 2010 station locations. Similar to the option evaluation work undertaken in 2009/2010, a multi-criteria evaluation was undertaken in 2012 for the consideration of the location changes. This process and the resulting outcomes are described in the 2012 Option Evaluation Report contained in Appendix 1235. The 2012 work considered additional infrastructure, including a passenger and rail interchange to the west of Dominion Road on the NAL. A rail interchange is where trains can terminate their service and passengers can transfer to another train travelling in the same or a different direction. The consideration of this interchange was largely driven by AT’s desire to consider opportunities to provide flexibility in the long term Auckland rail operating system when the CRL is constructed. As part of evaluating this rail interchange, an option evaluation process was undertaken with regard to determining a preferred location for the interchange. A summary of this process is included in the 2012 Option Evaluation Summary Report36. Additionally, work has been carried out around the optimisation of the rail network to determine whether or not this interchange is required from an operational perspective. Although such a facility is not precluded in the future, as a result of this later work it has been AT’s decision not to progress an interchange at this location at this stage.

3.2

Statutory Requirement to Consider Alternatives

As stated previously in section 2 of this AEE, Section 171(1)(b) of the RMA requires that when considering a NoR (and any submissions received), the consent authority (in this case the territorial authority, Auckland Council) must, subject to Part 2 of the RMA, consider the effects on the environment of allowing the designation. In so doing it must have particular regard to whether adequate consideration has been given to alternative sites, routes, or methods of undertaking the work if: · ·

The requiring authority does not have an interest in the land sufficient for undertaking the work; or It is likely that the work will have a significant adverse effect on the environment.

AT does not have an interest in all of the land sufficient for undertaking the work. While much of the work will be undertaken within Council owned land, or road reserve under the management of AT, it is necessary to require additional land in order to construct and operate the project. The works to construct the CRL may have significant actual or potential adverse effects on the environment at some places along the route during the construction period, particularly where

Volume 3 of the CRL NoR suite of documents

Appendix 12: Volume 3 of the CRL NoR suite of documents

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surface works are proposed. Consideration has been given to alternative sites, routes, or methods of undertaking the work. The actual and potential effects of the CRL are identified and described in section 7 of this AEE. The assessment of the CRL NoR against the tests of Section 171 of the RMA in relation to the alternatives assessment is contained in section 8 of this AEE.

3.3

Alternatives Considered between 2004 and 2008

3.3.1

Britomart West Rail Extension Feasibility (2004)

The former Auckland City Council undertook a feasibility study of the (then) ‘Britomart West Rail Extension’, in January 2004. The aim of the study was to confirm the technical feasibility and the potential economic viability of the Britomart West Rail Extension Tunnel from Britomart to the NAL. a. Alignments The feasibility study assessed five route options with a total of 7 variants. The options are shown in Figure 3.1 below. To summarise the conclusions of the feasibility study: · ·

· ·

Option ‘1’ was concluded to constrain the operational speed through the numerous curves required to avoid private property impacts; Option ‘2’ (with two variants – ‘2A’ and ‘2B’ – both of which were refinements of Option ‘1’) was determined to be the best alignment operationally and was taken forward in the report in regards to costing; Three of the variants (Options ‘3A’, ‘3B’ and ‘4’) were dismissed technically as unfeasible as the required rail gradients were over 4%; and Option ‘5’ was concluded as technically feasible but a much longer route with two 90 degree turns (restricting operational speed) and deep station locations.

Figure 3.1 – Alignment Variants Assessed in the Britomart West Rail Extension Feasibility

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b. Station Locations Considered Option ‘2’ proposed stations at Wellesley Street (“Aotea”), Karangahape Road, and Exmouth Street (replacing Mt Eden Station). No assessment of alternative locations was undertaken; however it was noted that each location had good access and land use integration potential. c. Conclusion The feasibility study concluded: ·

3.3.2

The preferred alignment consists of twin tunnels from Britomart (Platforms 1 and 5) heading westward under Albert Street/Pitt Street/Upper Queen Street to the NAL, with two new stations proposed, one at Wellesley Street and the other at Karangahape Road (with the Mt Eden Station would be relocated to Exmouth Street); and Most of the Auckland central area would be within a 5 minute (at the time considered a 400m catchment) walk of a station on the preferred alignment resulting in a considerable positive impact on rail patronage. Auckland CBD Rail Loop Peer Review (2005)

ARTA commissioned a Peer Review in 2005 of ‘Britomart West Rail Extension’. The Peer Review included additionally the provision of the following information: · · ·

An independent preliminary feasibility estimate; Advice on work required to carry the Project further; and Brief comments on aspects not covered in the previous work.

The Peer Review work concluded: · ·

Option 2 from the ‘Britomart West Rail Extension’ is feasible (either in 3.0 or 3.5% maximum grade versions), including proposed station locations, and preferred; Option 2 appeared to be the most economic and provided stations in sensible locations; however some of the technical constraints applicable to this option were regarded as unnecessary or undesirable as follows: o Constraint of having to locate under public land as much as possible (resulting in tight curves); o Issues relating to the assumption (at the time) that the Downtown Shopping Centre could be mined under; o Location and depth of stations; and o Whether there were advantages of moving the tunnel to Hobson Street to service the Western Reclamation area (requiring 600m length under developed private land between Hobson and Albert Street); The locations of the stations were reasonable although the following considerations were noted: o Access to Aotea Station; o Location of the Karangahape Station; o Justification for relocation of the Mt Eden Station; o Internal arrangements within the stations; o Identification of firm access/egress points;

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3.3.3

o Impact on surface pedestrian and vehicle traffic; The review noted that the work reflected an early stage of development of the Project concept, and concluded that based on the available information the proposed alignment is acceptable and constructible. 2008 Work

In 2008 ARTA undertook further investigations. This involved a review of earlier studies around options for the location of the CRL alignment, particularly at the Britomart end. The result of this work was the establishment of the CRL preferred alignment between Britomart and Wellesley Street, including a station (“Aotea”) located under Albert Street between Victoria and Wellesley Streets. The objective of this 2008 work was to determine minimum acceptable rail geometry and operational implications in the context of the known technical and physical constraints from various existing buildings in the area at that time, particularly the AMP Tower at 21 Queen St (now the Zurich Building) and the impacts upon the Downtown Shopping Centre site, which was at that time looking into the feasibility of redevelopment. The preferred option, established as a result of this work was agreed at the time between ARTA and KiwiRail. The preferred alignment exited the western end of Britomart Station, under QE2S, under the Downtown Shopping Centre, before turning south under Albert Street.

3.4

Alternatives Considered in 2009 and 2010

At the beginning of the 2009/2010 option evaluation work KiwiRail and ARTA developed project objectives, with the intention that in the future a NoR would be served to designate the CRL. These project objectives were included in a Project Memorandum of Understanding between KiwiRail and ARTA with the agreement of the key stakeholder organisations, being the (former) Auckland City Council and Auckland Regional Council (ARC). The Project objectives were supplemented by a set of more specific objectives, developed and agreed with stakeholders. These are the Project Objectives that have been adopted and slightly modified by AT (as further discussed in section 1.7 of this AEE) for the CRL NoR. KiwiRail and ARTA were assisted in 2009/2010 by APB&B37. The aim of the 2009/2010 option evaluation work was to identify a preferred alignment and station locations for the CRL between Britomart and the NAL and to then undertake a concept design for the preferred option. The option evaluation work formed phase 1 of this work.

AECOM, Parsons Brinkerhoff and Beca (a consortium of companies)

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3.4.1

Phase 1 Option Evaluation Work

The option evaluation work was an interactive process undertaken through a series of workshops which involved KiwiRail, ARTA, APB&B (engineers, architects, planners, urban designers, and other environmental technical experts), the then Auckland City Council and Auckland Regional Council, Ministry of Transport, and NZTA. Following the development and agreement of the Project Objectives, technical parameters (similar to those contained in the Concept Design Report38) were confirmed which allowed for the establishment of feasible alignment options to be taken through the option evaluation process. The preferred alignment established in 2008 between Britomart and Wellesley Street was used as the basis for the development of alignment options to then link the remainder of the CRL to the NAL in the vicinity of Mt Eden Rail Station. An alignment option from the earlier ‘Britomart West Rail Extension’ (Option 5) was also taken forward to be reevaluated as part of the 2009/2010 option evaluation work. It was taken forward because it was considered that this alignment had not fully been discounted as an option in the 2005 work. It was technically feasible but not the preferred option at that time due to its additional length and the need for two 90 degree turns (restricting operational speed) and deep station locations. A multi-criteria analysis was undertaken to evaluate the feasible alignments, general area and desirable number of stations along the route, optimal station locations within the general areas, and finally the alignments that best served the preferred station locations. A weighting and sensitivity testing exercise was undertaken at key workshops to test the robustness of the evaluation process. This included applying varying weight to both criteria and categories of criteria. Other considerations included: · · · · · ·

Review of previous studies and background information; Identification of high level cost, benefit and risk drivers; Constraints Mapping – rail operational, physical / topographical, and other existing environment features; Geotechnical testing; High level urban design analysis including population densities and pedestrian sheds; Land use analysis to identify areas for potential growth opportunities;

Initial rail operational modelling and development of service pattern scenarios to inform patronage and operational assumptions; and

Interaction with the parallel (then) Auckland City Council Spatial and Transport Planning studies.

a. Number of Stations An important constraint on any alignment was the steep climb between Britomart and the NAL, which imposed considerable restrictions on the ability to achieve “workable” gradients for rolling stock that would be used on the route. A maximum allowable gradient of 3.5% restrained the ability to accommodate more than three stations between Britomart and the NAL. It was noted as part of the work that more than three stations was also inconsistent with known information at the time on the catchment and patronage requirements along the proposed routes.

Appendix 13: Volume 3 CRL NoR suite of documents

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During the evaluation process one, two and three station options were considered for the CRL. However early analysis provided no compelling reason to â&#x20AC;&#x2DC;dropâ&#x20AC;&#x2122; the number of stations from three. b. Alignments Following on from the decision to keep the number of stations along the CRL to be evaluated at three, an assessment was undertaken to identify alignments to join possible station locations. From that assessment 14 alignments were identified and all went through an initial coarse screening process which assessed each alignment against the technical parameters (i.e. gradient and curvature etc.). From this coarse screening process only eleven of the alignments met the technical parameter requirements and were part of the evaluation process from workshop 2 onwards. At this time potential station locations to be located around these alignments were considered in the Newton, Karangahape Road/Symonds Street and Aotea areas. These alignments and their subsequent station locations are shown in Figure 3.2 below.

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Figure 3.2 â&#x20AC;&#x201C; 2009/2010 Option Evaluation Work: Plan of Alignments and Station Locations Evaluated from Workshop 2 onwards

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c. Station Locations As noted above during the options evaluation process a number of station locations were analysed for each location area. These included: · · ·

5 options in the Newton area; 4 options in the Karangahape Road area (including a station underneath CMJ); and 3 options in the area of Albert / Victoria / Wellesley Streets (Aotea).

The station locations were then thoroughly evaluated and following this an analysis of the best alignment to fit the locations was undertaken. d. Results The result of the multi-criteria analysis was a ranking of station locations in each area and a shortlist of feasible alignment options for further development. The top ranking station locations were: · · ·

Newton 1 - located under the intersections of Symonds Street, Khyber Pass and Newton Road; ‘K’ Road 1 - located under Karangahape Road, Pitt Street and Beresford Square; and Aotea 1 - located under Albert Street between Wellesley and Victoria Streets.

Due to comparable scores Newton 2 and 5, Karangahape Road 2, and Aotea 2 stations were included in a further analysis and the feasible alignments taken forward into this further analysis were alignments 6, 6a and 1c. e. Confirmation of Preferred Alignment Further detailed investigations were undertaken in order to confirm the preferred alignment and station locations. Alignment option 6 was identified to have potential conflicts on the Upper Queen St Bridge piles within the CMJ. Investigations were carried out to establish the extent and risk of these issues and a refinement of this alignment was undertaken to avoid the bridge. No further work on the other top ranked alignments was undertaken as further refinements to 6a and 1c would generally replicate another existing alignment. The result of this further evaluation work is that the preferred alignment for the CRL was identified as alignment option 6c (a minor refinement of alignment 6 which avoids passing directly beneath the Upper Queen Street motorway over bridge), and station locations Newton 1, ‘K’ Road 1 and Aotea 1. A plan of this preferred alignment can be found in the Executive Summary of the 2010 Option Evaluation Report39.

Appendix 13: Volume 3 CRL NoR suite of documents

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3.5

Alternatives Considered in 2012

AT confirmed that the previous work undertaken by KiwiRail and ARTA on the CRL provided justification that this is a project which provides the best possible strategic solution for meeting the transport and economic growth requirements of the central city and an excellent economic justification. AT undertook a review of the option evaluation process and the preferred alignment determined from the 2009/2010 option evaluation work undertaken by KiwiRail and ARTA. At the conclusion of this review AT accepted this preferred alignment and proposed station locations as the base position from which any refinements would be considered. The 2012 Option Evaluation Summary Report40 contains a full summary of the refinements that have been considered during 2012. Additionally, AT has undertaken a review of the Project Objectives that were established at the start of the 2009/2010 option evaluation work. As a result of its review, AT refined and clarified through minor wording changes these objectives to ensure they were consistent and reflective of AT’s functions and obligations. It is important to note that while the Project Objectives have been refined and clarified, they remain consistent with those Project Objectives established at the beginning of the 2009/2010 option evaluation work and have been used to inform the alternatives considered in 2012. AT’s objectives along with the Project Objectives can be found in section 1.7 of this AEE. In summary AT has undertaken a number of option assessments and commissioned technical reports to determine and support a refined route, station locations, additional infrastructure requirements (i.e. the rail interchange west of Dominion Road), and indicative construction methodology from that developed during the 2009/2010 option evaluation work. The result of the 2012 refinements is the designation footprint to provide for the preferred alignment and station locations which are the subject of the CRL NoR. The land required is needed to meet the Project Objectives and the Project will meet the broader objectives of AT. One of the purposes of the 2012 Option Evaluation Assessment was to confirm that the concept design for CRL provides for the flexibility of the long term operation of the AT rail system and included the following: · ·

· ·

Consideration of flexible Station forms at Karangahape Station and Newton Station, including investigating a range of indicative construction methodologies; Consideration of an altered alignment to link Aotea Station to Karangahape Station and Newton Station as a result of slight location movements to the 2012 station locations that form part of the CRL NoR; A review of the indicative construction methodology for Albert Street between Britomart and Aotea Station to address the utility constraints identified post 2010; Consideration of additional infrastructure required to deliver a flexible, sustainable and future proofed rail network.

Appendix 12: Volume 3 of the CRL NoR suite of documents

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In conducting its assessments AT used the multi-criteria evaluation methodology developed as part of the 2010 Option Evaluation Report41 with some refinements as summarised in the 2012 Option Evaluation Summary Report42. 3.5.1

Flexible Station Forms at Karangahape and Newton

The 2009/2010 work developed station forms which use an indicative design and construction methodology to form large caverns containing island platforms. The 2012 work has considered alternate indicative designs and construction methodology for the station forms, being cut and cover / top down and mined side platform. Cavern stations are constructed via a top down deep shaft from which â&#x20AC;&#x153;cavernsâ&#x20AC;? are excavated. The shafts then form the permanent ingress and egress path between the underground station and the street level. Mined side platform station forms are constructed in a similar manner to cavern stations via shaft access from the surface and the mining out of the side caverns (separately) from the main rail tunnels to accommodate platforms and other station facilities. These station forms have central access between the splayed tunnels to provide for direct train to train passenger movements in a similar manner to an island platform. The construction methodology associated with mined side platform station forms requires the two tunnels to move apart as they approach either end of the station, making the footprint of the station wider. The consideration of this station form also requires the consideration of a refinement of the station footprint locations at Karangahape and Newton Stations identified as the preferred locations in the 2009/2010 option evaluation work. Top down cut and cover construction consists of full-length or sequential excavation to construct the station box. As excavation occurs the walls of the excavation are braced and the station is then constructed in the excavated area. Following drainage and waterproofing measures the completed station area is then filled in and the surface is reinstated on top. For the mined side platform station forms two station location options were evaluated at both Karangahape (options 2A and 2B) and Newton (options 2A-D (minor variations) and option 3). For the cut and cover / top down construction methodology one station location option was evaluated at both Karangahape (option 1) and Newton (option 1). For both of these options the preferred location identified in the 2009/2010 option evaluation work was retained with the consideration of cut and cover / top down to form the station box as opposed to the station cavern form. The engineering review undertaken in 2012 of the cavern and mined side platform construction methodologies concluded that there are greater engineering risks to constructing cavern station forms. The evaluation of the cut and cover / top down construction methodology for the stations concluded that the environmental effects, particularly in terms of traffic management and access to properties, along with engineering concerns were significant. Mined side platform station forms have therefore been adopted as the preferred station forms for the Karangahape and Newton Stations.

Appendix 11: Volume 3 of the CRL NoR suite of documents

Appendix 12: Volume 3 of the CRL NoR suite of documents

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At the conclusion of the multi-criteria evaluation process: Âˇ Âˇ 3.5.2

Karangahape Station - option 2B is the preferred option; Newton Station - Option 3 is the preferred option. Altered Alignments

Further refinement of the CRL alignment for the two tunnels has been driven by recommended changes in station form (from cavern to mined side platforms at Karangahape Station and Newton Station). The mined side platform station form requires splaying the two tunnels on approach at either end of the station. The alignment alterations moved the two tunnels from being located below road reserve to being under private property in the following locations: (a) The southern end of Vincent Street where one tunnel is located under private property on the eastern side of the street; (b) The length of Pitt Street where the two tunnels are located under private property on both sides of the street; (c) Mercury Lane where the two tunnels are located under private property on both sides of the street; (d) Symonds Street where one tunnel is located under private property on the western side of the street. The altered indicative alignment for the tunnels (which informs the designation footprint for the CRL NoR), now runs beneath more private property than the previous preferred alignment identified in 2010 (which ran predominantly beneath the road reserve). While the alignment of the tunnels has moved from beneath road reserve to beneath private property, the tunnels are located completely within the sub-strata (below ground). 3.5.3

Indicative Construction Methodology Albert Street

ATâ&#x20AC;&#x2122;s Principal Advisors considered constructing the tunnels between Aotea Station and Britomart using top down cut and cover methodology as an option in order to address the stormwater utility constraint that has been identified. This indicative methodology provides for flexibility in later stages of design and construction to address the stormwater utility pipe located beneath Albert Street. 3.5.4

Additional Infrastructure

In 2012, AT undertook further investigations to identify any additional infrastructure requirements needed as part of the CRL to ensure Auckland has an efficient, flexible, sustainable and future proofed rail network. The investigations tested a number of operating patterns for the Auckland rail network to determine if any additional infrastructure requirements would be needed. Initial work identified the potential of additional infrastructure requirements including a four track interchange on the NAL to the west of the CRL portals to enable some trains exiting the CRL to terminate and return either back into service or to stabling. The provision of the interchange requires the NAL to be widened by an additional two tracks serving the CRL trains.

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As part of the investigation work: Âˇ

Four locations were evaluated to determine the most suitable location for the interchange: Option A Locate the interchange facility at the existing Morningside Rail Station. This option also requires four tracking the NAL from the CRL portals to Morningside Rail Station. Option B Locate the interchange facility at the existing Kingsland Rail Station. This option also requires four tracking the NAL from the CRL portals to Kingsland Rail Station. Option C and D Locate the interchange at a new facility on the NAL to the East and West of Dominion Road. Following the initial evaluation, Option C was further refined into two alternatives which considered using private land either on the north or the south side of the NAL for the additional tracks and interchange requirements.

AT has made a decision not to progress an interchange at this location at this stage. Such a facility is not precluded in the future but does not form part of the CRL NoR being considered in this AEE.

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Project Description

4.1

Introduction

The Concept Design Report (CDR)43 contains a description of the concept design developed for the CRL Project including an indicative construction methodology and programme. The concept design has been developed to a level that demonstrates construction and operational feasibility of the CRL, including the proposed alignment and stations and interchange, and to enable an understanding of the effects of construction and operation sufficient to inform this AEE. This section provides a brief summary of the key elements of the concept design.

4.2

Project Description

The CRL is a predominately underground passenger rail line. The concept design for the CRL has had to overcome the significant engineering challenge of rising approximately 70 vertical metres from track level at Britomart Station to the NAL near Mt Eden rail station while maintaining a vertical gradient for the rail tracks of no greater than 3.5% over this length. The CRL must also undertake tunnelling activities a safe distance beneath the infrastructure of the CMJ, along with other constraints including: geology; buildings and other structures; and existing utilities (particularly those that are large in size and of a critical nature to the Auckland region). 4.2.1

Concept Plans

Concept aerial plans showing the general alignment, stations, and construction areas within the designation footprint are contained in Appendix 144. Further relevant concept plans to support both the concept design and the NoR (including this AEE and the technical environmental assessments) can be found in Appendix A and B of the CDR45. The plans include: Âˇ Âˇ

Rail alignment concept drawings showing long sections of the indicative alignment; Concept plans showing indicative station and interchange layouts and design.

The concept design is contained within the CRL designation footprint and is indicative for the purposes of determining and assessing the envelope of effects only. The concept design is subject to future detailed design. Specific features including rail centreline positions and station and interchange layout may change within the designation.

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Volume 2 CRL NoR suite of documents

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4.2.2

Technical Considerations

Technical considerations are the design thresholds which are applied to enable an operational rail line to meet industry standards and provide compatibility with the existing Auckland rail network. Section 2.1 of the CDR46 sets out the technical considerations for the CRL. In summary the key ones which apply are: · · · · · 4.2.3

Target design speed is 50 km/hr; Maximum vertical grade for the rail alignment within the two tunnels is 3.5%; Maximum vertical grade at stations is 1%; Platform length at stations is 150m; The minimum platform width at the stations, occurring outside the busiest platform zones, is 3.3m. Physical Constraints

Physical constraints are those features that exist either naturally or man-made which are extremely difficult or impossible to compromise or alter i.e. they constrain the design. These generally result from the dense existing urban environment and engineering challenges of a tunnelling project. All of the design constraints have influenced the final alignment, station and interchange locations and indicative construction methodology. Section 2.3 of the CDR47 sets out the physical constraints encounted. These include: · ·

· · · · ·

Topography – the existing rail tracks at Britomart are located approximately 8m below sea level and the NAL tracks in the vicinity of Mt Eden are approximately 70m higher; Due to topography and the structures associated with the CMJ, the design of the alignment had to utilise the maximum acceptable vertical gradient of 3.5% between Britomart and the NAL; Geological conditions of the Auckland City Centre area; Preservation of key structures and buildings (in particular sensitive buildings); The location of utilities that are critical to Auckland, particularly the larger utilities (Orakei Main Sewer, Vector Tunnel and water supply and stormwater tunnels); Existing operating rail lines at Britomart and NAL as well as over bridges in the proximity; Major road intersections.

ibid

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4.2.4

Summary of Indicative Alignment Length, Depth and Construction Methodology

Table 4.1 below provides a summary of the indicative alignment length, depth and construction methodology for each area of the CRL. It also provides the NoR to which the area relates. Table 4.1 Indicative Alignment Length, Depth and Construction Methodology Area of CRL

Indicative Length of Alignment

Indicative Depth of Alignment (to track level)

Indicative Construction Methodology proposed in the Concept Design which supports this NoR

NoR

Britomart to Aotea Station

750m

11m

Cut and Cover

Aotea Station

250m

14m

Cut and cover / top down

Aotea Station to Karangahape Station

800m

15-30m

Bored tunnel

2+3

Karangahape Station

200m

30-34m

Cut and cover cover shafts, mined side platform tunnel caverns (using conventional tunnelling methods)

Karangahape Station to south of Newton Station

650m

15-40m

Bored tunnel

2+3

Newton Station

150m

40m

Cut and cover shafts, mined side platform tunnel caverns (using conventional tunnelling methods)

South of Newton Station to Normanby Road (east connection)

600m

16m to current ground level

Conventional tunnelling, cut and cover, and surface works

South of Newton Station to Dominion Road bridge (west connection)

850m

16m to current ground level

Conventional tunnelling, cut and cover, and surface works

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4.2.5

Alignment

The CRL will be an underground rail line linking Britomart and the NAL. CRL is two rail lines, predominantly within two tunnels. The tunnels are called ‘running tunnels’. The distance between the two tunnels varies throughout the 3.4km length. The overall vertical alignment climbs approximately 70m from Britomart to the NAL. The achievable line speed that the CRL has been designed for is 50-60km/h. The operating speed is governed by curvature, distance between stations and gradient. Section 4.2 in particular of the CDR48 sets out the indicative alignment design. a. Britomart to Aotea Station The CRL is anticipated to commence from lines 1 and 5 at Britomart turning the station from a terminus to a through station. The lines, in separate tunnels, curve under QE2S adjacent to the Zurich Building then through the basement level of the Downtown Shopping Centre exiting on the corner of Customs and Albert Streets. In this portion of the alignment the depth of the track is approximately 10m. From the intersection with Customs Street the lines travel in two tunnels beneath Albert Street to Aotea Station. The two tunnels can be designed to avoid the historic blue stone wall located on the eastern side of Albert Street between Wyndham and Victoria Streets. The tunnels will generally be to the west and beneath this structure. The tunnels will also be located below the level of the men’s toilets which are located in this area and accessed from through the blue stone wall. However, in order to construct the tunnels the removal of these toilets is likely required, particularly under cut and cover construction methodology. The vertical alignment from Britomart climbs to a gradient of approximately 2.6% up Albert Street, equating to approximately 15m. The gradient in this portion is governed by the need to avoid Watercare’s Orakei Main Sewer which runs below Victoria Street. An Auckland Council 1500-1665mm stormwater drain is located beneath Albert Street at a similar depth to the proposed rail tunnels. This will require diverting. It is anticipated that this might be diverted from Victoria Street northward. Consequently it is unlikely TBM tunnelling north down Albert Street beyond Aotea would be practicable. As a result, between Britomart and Aotea Station, it is proposed to use cut and cover as the indicative construction methodology. Diversion of the drain would occur prior to any construction of the tunnels. The indicative cut and cover construction methodology provides the flexibility to deal with the stormwater utility prior to tunnelling along Albert Street. Until more detailed investigations are undertaken there remains some uncertainty about using the TBM north of Aotea Station due to the storm water drain. However, further investigation may determine that it is feasible and this may be considered at the time of construction. b. Aotea Station to NAL Aotea Station to the NAL includes approximately 2.1 km of tunnel alignment with a minimum depth to track of approximately 15m and a maximum depth to track of approximately 40m. Where the tunnels depart the road reserve area (underneath the southern end of Vincent Street and

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under Pitt Street; between the CMJ and the NAL) an engineering tolerance around the tunnels has been provided in forming the extent of the sub-strata designation. Between Aotea Station and Karangahape Station the rail line climbs approximately 20m at a gradient of 3%. The platform has a slight gradient of 1%. At the top of Albert Street the two tunnels continue traversing below Mayoral Drive within road reserve. The two tunnels then travel up Vincent Street within the road reserve for the most part. In order to enter the Karangahape Station, the eastern line curves adjacent to 150 Vincent Street and travels below 156 Vincent Street and the YMCA on the corner of Vincent and Pitt Streets before traveling up Pitt Street below all the properties on the eastern side of Pitt Street and Mercury Lane. The western tunnel travels below Vincent Street within the road reserve and curves into Pitt Street. It commences travelling below buildings on the western side of Pitt Street from 47 Pitt Street. Between Karangahape and Newton Station the rail line climbs approximately 20m at a gradient of 3%. Similar to the Karangahape Station the platform has a 1% gradient. The tunnels travel through Karangahape Station (at a depth of approximately 30-34m) under Pitt Street, the intersection with Karangahape Road, and under the buildings on both sides of Mercury Lane. Both CRL tunnels begin to get closer again as they leave Karangahape Station and cross below Canada Street, the CMJ and Ian Mackinnon Drive before widening out for the entry into Newton Station. From Ian Mackinnon Drive both tunnels cross below properties on Upper Queen Street, St Benedicts Street and Symonds Street as they curve to travel along, and parallel to, Symonds Street. Similar to the above, an engineering tolerance area of 10m from the centre line of each alignment within the tunnels to form the outside extent of the designation has been provided. In terms of the CMJ, a clearance of 6.5m is available between the top of the CRL tunnels and the lowest structure associated with the CMJ. The tunnels travel through Newton Station (at a depth of approximately 40m) under Symonds Street and private property located between Symonds and Dundonald Streets between Newton Gully and Basque Street. They continue to ascend out of Newton Station within the driven tunnel at a 1.9% gradient before increasing to 3.5% in the cut and cover section to enable it to connect with the NAL. From the southern end of Symonds Street the CRL tunnels pass below properties and road reserve on New North Road, Nikau Street, Flower Street, Ruru Street and Shaddock Street. Around New North Road each line separates into two lines to provide both an east and west connection to the NAL near Mt Eden Station. This is further described in the section below. c. Newton Station to NAL The majority of the construction of the CRL tunnels in this area will be undertaken as cut and cover works with portions of the tunnels mined. Once constructed the CRL tunnels will have earth replaced over them and will become underground tunnels with the actual portals contained below ground. Two separate tunnels for both the east and west connections (four tunnels in total underground) are proposed. The existing NAL will need to be realigned to allow the CRL tracks to rise up from underground between the NAL tracks to be positioned at the centre of the rail corridor.

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The CRL west connection to the NAL will diverge (in mined tunnels) from the west connection to the NAL just south of Newton Station. The west connection of the CRL will involve the tracks continuing to rise up from underground in a retained trench until just east of the existing Dominion Road bridge over the NAL. Here the two CRL tracks will merge into the two NAL tracks, and these two tracks will continue westward. The existing at grade pedestrian crossing at Ngahura Street will be replaced with a pedestrian overbridge, and the existing level road crossing across the rail corridor at Porters Avenue will be grade separated. A temporary level road crossing at Porters Avenue is feasible during the construction of the grade separated structure and land for this has been included within the designation footprint. The east connection rises to the same grade, and merges with, the the NAL to the east of Normanby Road. To facilitate these works the replacement of the Mt Eden Road bridge is required along with the grade separation of Normanby Road over the NAL and CRL tracks. A temporary level road crossing at Normanby Road is feasible during the construction of the grade separated structure and land for this has been included within the designation footprint. 4.2.6

Tunnels

a. Cross Section The running tunnel cross section is required to be sized to fit the kinematic envelope of the new Electric Multiple Unit (EMU) trains currently being built for the Auckland passenger rail network. For space proofing purposes a value of 800 mm above the structure gauge of the rolling stock has been allowed for a conventional overhead catenary system. A non-ballasted concrete track slab is proposed. This is commonly used in tunnels. Additionally, an embedded sleeper within the concrete track slab is assumed. In the vicinity of vibration sensitive receivers, track isolation measures may also be employed to mitigate any effects. Section 7 of this AEE, and the noise and vibration assessment contained in Appendix 249 discusses this further. The cross section of the running tunnels is shown Figure 4-1 of the 2012 CDR. b. Egress and Emergency access Adjacent to the rail line within each tunnel is an emergency evacuation walkway with a width of 850mm. Cross passages between the running tunnels provide for safety during operation as people can safely pass between the two tunnels should an incident, such as a fire in one tunnel, occur. Egress is provided via walkways on the side of each tunnel. Cross passages are proposed between the two tunnels and are indicatively spaced 200m apart. However, the cross passage frequency will be confirmed as part of the fire engineering design process. c. Ventilation A ventilation system will be used to control the environment in the running tunnels and public areas of stations. The system controls air temperature, mitigates train-induced air flows and pressures and controls smoke in event of fires using an over-track exhaust and under-platform extract. The ventilation system will use outside air for physiological needs of passengers and staff.

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d. Traction Power and Over Head Line Equipment The CRL will be integrated into the Auckland rail system 25kV AC traction power. Additional power supply from the main grid will be required, though any required sub-station is not proposed as part of the CRL works as this is part of wider Auckland rail network requirements. Power will be designed and installed in coordination with Transpower. The system will provide for local and remote protection and isolation systems. The overhead catenary equipment is the same as that being installed for the Regional electrification roll-out. In each tunnel a cavity is proposed to provide adequate physical and electrical clearance for locating the equipment. During the detailed design phase an earthing and bonding strategy will be developed to guide all aspects of design. e. Signalling A safer rail signalling system is currently being rolled out across the Auckland rail network; being axle counters for train detection. This system detects trains on a particular line. It is anticipated that this same system will be constructed in the two tunnels. For maximum flexibility the lines could be signalled for full bi-directional running. f. Information and Communications Technologies A full suite of Information and Communications Technology systems will be applied to CRL including video surveillance, customer help points, public address system, emergency services radio coverage and mobile phone coverage just to mention a few. A comprehensive list is provided in section 4 of the CDR. 4.2.7

Stations

The station (architectural) principles identified in the CDR are contained in section 1.7.3 of this AEE. Additionally, a number of common design elements and typologies are proposed for the CRL stations. These have been summarised from the CDR as follows: ·

Station entrances have been designed for safety and accessibility.

· ·

Concourses inside station entries provide amenities and a link to the station’s operational areas. Each station will have two platforms of 150m long with a minimum 3.3m width.

Large glazed lifts and escalators are provided for efficient access to and from platforms.

· ·

Designs have allowed for platform screen doors, if desired. Space has been provided in indicative designs for staff operational areas and amenities.

· ·

Mobile phone coverage will be provided throughout the CRL system. Stations are designed to accommodate clear, legible layouts to maximise intuitive way finding.

Access to the stations by various modes of transport has been considered and will be considered in final designs.

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a. Aotea Station Aotea Station is located on Albert Street from just north of Victoria Street to Wellesley Street. There are three indicative entries included in the concept design for Aotea Station; two are located on either side of Wellesley Street, east of Albert Street and the third is located on Victoria Street west of Albert Street. Private land on the northwest corner of Albert and Victoria Streets, and on the northeast corner of Albert and Wellesley Streets is permanently required to house services and utilities required to operate the station. It should be noted that the indicative construction of Aotea Station is a top down box within Albert Street and this provides the flexibility at the time of construction for the final entrances to be determined. This construction methodology provides the flexibility to integrate entrances from any adjoining sites as part of any re-development of them prior to or at the time of construction of the CRL. A localised construction area for the construction of Aotea Station will be located on the Auckland Council owned land behind the Bledisloe building (currently a car park). Aotea Station concept is currently to house the two tracks with an island platform in between. Above this will be concourse levels and servicing areas with access via escalators and stairs to the surface. The rail lines in Aotea Station will be at a depth of approximately 15m below road surface. b. Karangahape Station Karangahape Station is constructed of two separate tunnels (called mined side platform tunnels) with a number of interlinking passageways at the same level to connect the platforms. The station is located between Beresford Square and the southern end of Mercury Lane with each mine side platform tunnel crossing beneath Karangahape Road. The main access to Karangahape Station is from Beresford Square. A secondary access is proposed at the southern end of Mercury Lane. Escalators are proposed to transport people via these shafts down to platform level. The rail tracks will be at a depth of approximately 30-34m below road surface. This range is due to the existing steep terrain at the surface. Three parcels of private land on the western side of Mercury Lane are permanently required for the construction and operation of the second entrance into Karangahape Station. The main entrance to Karangahape Station is located on Beresford Square, where the existing CafĂŠ/Bar the Supper Club and storage area (once a toilet block with exiting surface structure which has been identified as a Type C in the Built Heritage Report Appendix 450) will need to be removed along with the trees which currently exist in the square. Two localised construction sites are proposed under the indicative construction methodology provided in the concept design. These are both located on private land: the first being the current car parking area associated with the Hopetoun Alpha site on Beresford Street, and the second is land located at the southern end of Mercury Lane on the western side (currently a food court and supermarket).

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c. Newton Station Like Karangahape, Newton Station is constructed of two separate tunnels (mined side platform tunnels) with interlinking passageways at the same level connecting the platforms and the concourse. The eastern tunnel is located approximately 40m beneath Symonds Street from Khyber Pass Road to below approximately 12 New North Road. The western tunnel is located to the west beneath private property located between Symonds and Dundonald Streets between Newton Gully and Basque Street at a similar depth. Two shafts to the platform level are proposed. The main shaft and entry to the station is located on private land located on the western side of the intersection of New North Road and Mt Eden Road with Symonds Street. This land will be required permanently for the construction and operation of Newton Station. The second shaft provides for an alternative emergency egress from the station. This is located on private land which will also be required permanently for the construction and operation of Newton Station. The rail tracks will be at a depth of approximately 40m below road surface, the deepest for the project. 4.3

Indicative Construction Methodology

A variety of construction methodologies have been identified, which are suitable for the different locations along the CRL alignment. These methodologies have been developed based on the initial site analysis and investigations, topography and identified engineering risks and constraints, and while indicative are based on realistic and practicable analysis and experience of the AT Principal Advisors51. The most likely methodology to construct the two underground tunnels will be by an earth pressure balance TBM launched at the NAL end of the CRL (similar to that being used on the Waterview Connection). Figure 4-1 in the CDR provides an overview of the indicative construction methodologies and areas where the construction methodology is likely to occur (also referred to as ‘Worksite A, Worksite B’ etc in the CDR). Section 4 of the CDR provides comprehensive descriptions of the indicative methodologies and the works likely to occur in each ‘Worksite’. 4.3.1

Assumptions and Allowances

A number of assumptions were made to develop the concept design and construction programme. These are provided at section 2.5 of the CDR. 4.3.2

Tunnel Construction Methodologies

Three different methods of tunnel construction are likely to be employed for the construction of the CRL. The following describes the likely methodologies to be used. Cut and Cover method is the simplest method of construction and predominantly used for shallow tunnels or where there is unsuitable ground cover to enable tunnelling via a TBM. ·

For cut and cover tunnels two sheet or secant pile walls are constructed, between which ground is excavated. Following excavation the base is laid then the top covered. This is the construction methodology used to construct Victoria Park Tunnel.

Aurecon, Mott MacDonald, Grimshaw, Jasmax

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For ‘top down’ cut and cover tunnels, side support walls and capping beams are constructed from ground level, using slurry walling, contiguous bored piles, or some other method (such as secant piles). A shallow excavation is then made to allow the tunnel roof to be constructed using precast beams or in situ concrete. The surface is then reinstated except for access openings. This allows early reinstatement of roadways, services and other surface features. Excavation machinery is then lowered into the access openings, and the main excavation is carried out under the permanent tunnel roof, followed by constructing the base slab.

Open Face Excavation Tunnels are used for excavations to enable the TBM launch. Mined caverns are used where depth precludes cut and cover methods. Both forms of construction will use similar machines and methods of construction. ·

Mechanical excavators or road header type methods will be used to cut tunnel entrances and caverns. For mined caverns they will be lowered through surface shafts prior to the arrival of the TBM. The cutting head can be a general purpose rotating drum or can be special function heads such as jack-hammer like spikes, a slicer head like a gigantic chain saw for dicing up rock, or simple jaw-like buckets of traditional excavators. Temporary support which may comprise rock bolts or shotcrete may be placed in sufficient thickness to support the ground.

Driven tunnels are proposed where depth and rock coverage are appropriate for the TBM. ·

4.3.3

TBMs are used to excavate tunnels with a circular cross section cutter head that can cut through a variety of soil and rock strata. For this Project a TBM of approximately 7m diameter has been used in the indicative methodology. Tunnel lining in the form of concrete segments are installed behind the TBM; The type of TBM anticipated for this Project uses thrust cylinders to advance forward by pushing off against the concrete segments. It is capable of holding up soft ground by maintaining a balance between earth and pressure, and the rate of soil removal is equal to the rate of machine advance, providing for a stable environment; The tunnels, for the purpose of this assessment, is proposed as an undrained tunnel, meaning that both tunnels including cross passages will be fully sealed and the groundwater table (GWT) will be allowed to rise back to a static level once construction is completed. TBM Launch Area

The TBM will be launched from the southern end of Newton Station. This area will be constructed using open face methods. The walls may use a combination of retention methods including sheetpiles, diaphragm walls and secant piles depending on the geology encountered. The TBM launch area is also going to include works for servicing the TBM including haul roads and stock piling of materials including fuel, TBM lining segments, clean fill from excavation and general storage of construction materials. 4.3.4

Running Tunnels

Between Newton and Aotea Station the twin tunnels will be bored using the TBM. At this stage it has not been confirmed whether one or two TBMs will be operating. If only one TBM the TBM is likely to launch from the southern end for each tunnel (heading downhill). It would be extracted

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and returned to the launch area to bore the second tunnel. The south bound (east tunnel) would be bored first to complement the construction processes at Newton and Karangahape Stations. The north bound (west tunnel) would be constructed after that. The TBM is designed to install the tunnel lining as it progresses, avoiding the need for temporary support in the tunnel. The TBM ‘drills’ through the ground and automatically inserts the pre-cast tunnel lining. There will be a small gap between the lining and the surrounding ground which will be filled with cemented grout. Between each tunnel lining segment will be a compression gasket with a high degree of water tightness. Tunnelling construction will likely operate 24 hours a day consisting of two 10 hours shifts with a four hour planned maintenance period. Tunnelling will likely operate a six day production week with one day a week scheduled for maintenance. It is anticipated that a TBM will progress at approximately 70m per week. Due to the depth of the excavations and the geology of the area it is not likely that all fill will be appropriate for engineering fill and in this case will be disposed off-site to a consented disposal location. Assuming that the majority of this is removed, there will be approximately 10,000m3 of spoil removed from the tunnel per week equating to 89 truck trips per day or 4 per hour in each direction. In addition to this there will be around 50 truck movements per day associated with other material supplies, including the prefabricated concrete lining. These figures are based on one TBM machine and will double if two TBMs are used (although for a shorter duration). 4.3.5

Stations

a. Aotea Station Prior to the construction of Aotea Station and construction along Albert Street, the underlying services including the main stormwater line will be diverted. Aotea Station will be constructed using the top-down cut and cover methodology. The walls will be formed followed by a roof slab after which station excavation will occur. The platform and tracks will be at the lowest level of the station. Due to the relatively shallow depth, station facilities and plant equipment will be accommodated outside the station ‘box’ in nearby buildings at the surface. b. Karangahape Station Construction of Karangahape Station works will commence with construction of two top down access shafts from the surface using either diaphragm walls or secant piles. From the bottom of the shaft the platform areas will be mined. Temporary support may be required, most likely comprising rockbolts and shotcrete. Permanent reinforcing will likely include a reinforced concrete lining with a waterproofing membrane on the outside. The platform tunnel will likely be constructed prior to the TBM arrival, simplifying the construction sequence and implementing safety through design. The main shaft is proposed in Beresford Square with a second access in Mercury Lane. Building demolition will be required prior to shaft excavations.

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c. Newton Station Newton Station will be constructed using the same method as Karangahape Station. The main shaft will be located at the corner of Symonds Street and New North Road and the smaller shaft will be at the northern end of the station, on land located behind Newton Road and Dundonald Street. Building demolition may be required prior to shaft excavations. 4.3.6

Cut and cover running tunnels

Cut and cover construction is proposed between Aotea Station and Britomart. In this area the ground cover is either insufficient or not confirmed to be practicable for TBM construction. This construction method is similar to that used for Victoria Park Tunnel where the ground is entirely excavated before construction of the roof. Top down cut and cover is proposed for the intersections of Albert Street with Wellesley, Victoria and Customs Streets. The first step is installation of the diaphragm walls. Once the diaphragm walls have been installed, construction of the roof can commence. Once the roof slab is in place excavations below the roof slab for the tunnels can be commenced. This method will be faster than conventional cut and cover thereby minimising the disruption, particularly to the major city intersections. 4.3.7

Cross passages

Pedestrian cross passages between the running tunnels provide for safety during operation as people can safely pass between the two tunnels should an incident occur, such as a fire in one tunnel. They also provide access for maintenance and other operational requirements. The cross passages will be spaced approximately every 200m. Construction of each cross passage requires a break in the tunnel lining to allow mining. Cross passages will be constructed by a road header from the east tunnel towards the west tunnel. The cross passages will likely be built to 2m short of the western tunnel and will be completed once the TBM has excavated the western tunnel. 4.3.8

Fitting out tunnels and stations

Upon completion of mining and excavating the tunnels and stations the internal fit outs will need to be completed. Internal fit outs cover all manner of operational requirements and include: · · · · · ·

Platform cladding, walls and floors; Ventilation; Lighting, signage, seating; Fire life safety systems; Access and egress systems; Tracks;

· ·

Power supply, line wide system integrations; and Ticket halls, escalators, lifts etc.

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4.4

Indicative Construction Sequencing and Programme

Section 4.3 of the CDR sets out the indicative construction sequencing which is a possible scenario for constructing the CRL. This has been developed to inform the CRL designation footprint for both the construction works and operational requirements. It also provides the basis for setting the overall anticipated 5 to 6 year construction duration, for understanding the likely staging and duration of construction effects at different locations. While construction is anticipated at a number of areas simultaneously, construction is not anticipated to occur over the whole length at the same time for the full duration of the full 5-6 year period. The â&#x20AC;&#x2DC;Worksiteâ&#x20AC;&#x2122; areas shown on Figure 4-1 of the CDR provide the indicative construction sequencing, commencing at Worksite Awith the cut and cover construction for the connection of the CRL to the NAL. The works complete at Worksite H with the tie-in to the existing Britomart Station. Worksites J and K complete the NAL tie-in. Worksite A is also the main construction site area which supports the overall construction of the CRL. Section 4.3 of the CDR provides a description under each Worksite of the construction activities that can be anticipated to occur at each area. Section 4.4 of the CDR contains an indicative construction programme for the indicative methodology presented in the CDR. The key activities occurring in year 1 through to year 6 are provided. The programme is intended to indicate reasonable and feasible timeframes only, and specific durations may vary. Overall however, the estimated duration of 5 to 6 years is a reliable indicator of the likely construction period.

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Consultation Undertaken to Date

5.1

Introduction

A Consultation Summary Report prepared by AT is contained in Appendix 552. The Consultation Summary Report discusses the consultation objectives and desired consultation outcomes which AT has identified for the CRL project, the consultation parties and methodology employed, a summary of the consultation undertaken to date, the preliminary matters raised and how these have been or will be addressed, and what further engagement is proposed. This section of the AEE provides a brief summary of that report, along with a summary of the consultation undertaken in the period mid-2009 to December 2010 (when KiwiRail and the then ARTA undertook a joint study looking at the feasibility of the CRL53). AT have both undertaken and led the consultation since that time.

5.2

Consultation under the RMA

Consultation prior to serving a NoR is not required under the RMA. However, consultation is a key principle, in terms of “best practice” for completing a robust AEE particularly in relation to Iwi and directly affected landowners. During consultation various forms and methods may be used to communicate with affected parties and communities who have an interest in or are potentially affected by a project. Such communication allows all parties to keep abreast of a project and in terms of the designation process, provides an opportunity for relevant issues and effects to be raised, considered and assessed from the outset.

5.3

Approach to Consultation

5.3.1

Approach during the KiwiRail and ARTA 2009-2010 Study

During the 2009-2010 study a decision was made by KiwiRail and ARTA to focus consultation on stakeholders (see section 5.4 of this AEE for a list of these) and specific landowners who were known at that time to be directly affected by the CRL alignment (based on the 200854 alignment between Britomart and Aotea Station). Consultation with other potentially or directly affected landowners was proposed in the future when further investigations had been undertaken that would inform the parties as to the:

alignment the CRL would likely follow (particularly south of Aotea Station) given the objectives, parameters and constraints that needed to be considered;

what the likely timing agreed for moving the Project forward would be; and

land required and who might be affected and how.

Volume 2 of the CRL NoR suite of documents

Information on this study is provided in Section 3 (Alternatives Considered) of this AEE and also in the 2010 Option Evaluation Report: Volume 3 CRL NoR suite of documents 54

Refer to section 3 (Alternatives considered) within this AEE

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5.3.2

Auckland Transport Approach pre Serving the NoR (2011 / 2012)

With local and central government agreeing on the need to obtain a designation and AT mandated to achieve it, a CRL team was established to progress the NoR. As described in the 2012 Option Evaluation Summary Report55 and Concept Design Report56 which both support the CRL NoR, AT has in 2012 undertaken a review of the 2009 and 2010 study (or studies) undertaken for KiwiRail and ARTA. AT also made a decision to consult earlier with some key stakeholders (see section 5.5.2 below for a list of these) and Iwi. AT made a decision early in the Project start up to appoint a specific Communications Manager responsible for the consultation and engagement process. This was done to provide a structured approach to the process and a single point of contact for all stakeholders in dealings with the CRL Project team. Prior to serving the NoR for the CRL designation, AT has focused consultation on Iwi, directly affected landowners, stakeholders, and government agencies. Consultation has commenced with all these parties. Directly affected landowners are those affected by the surface, strata and substrata designations. Consultation with these parties is outlined in section 5.5.2 below. A primary reason for not consulting earlier with directly affected landowners was to avoid unnecessarily creating angst before the designation footprint was confirmed (and certainty around what properties would be directly affected known). Following serving of the NoR, the focus will shift to tenants of directly affected properties, in proximity landowners and wider interests with seminars scheduled to further discuss the actual and potential effects of the CRL. Public open days and displays are also planned following the notification of the NoR. Methods of consultation vary and can be selected to best suit the stage of the project, the audience at which the consultation is directed and the outcomes sought from the particular consultation exercise. Consultation and discussion will be an on-going process through both the NoR process and future stages of design, consenting and construction. The EMF57 developed as part of the CRL NoR includes the preparation of a Communications Plan. The ownership of this Communications Plan under the EMF remains with AT. Proposed conditions to be included on the CRL designation will likely include requirements around the preparation of this plan.

5.4

KiwiRail and ARTA Consultation (2009-2010)

KiwiRail and ARTA undertook consultation during 2009 and 2010 to assist in determining the preferred (at that time) CRL alignment and station locations. A summary of this consultation is provided within this section. At the beginning of the study KiwiRail and ARTA identified the following parties to involve in consultation: Âˇ

The (former) Auckland City Council;

Appendix 12: Volume 3 of the CRL NoR suite of documents

Appendix 13: Volume 3 of the CRL NoR suite of documents

Appendix 1: Volume 3 CRL NoR suite of documents

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· · · · · · · · · ·

The (former) Auckland Regional Council58; Operators within the rail corridor (including Veolia Transport Auckland and Auckland Regional Transport Network Limited, Britomart Ltd); Ministry of Transport; Central Government Treasury; The NZ Transport Agency; Ngati Whatua o Orakei; Utilities providers (Watercare Services Ltd, Vector Communications Ltd, Chorus/Telecom New Zealand and Metrowater); Westfield Limited, as the owner of a critical piece of land at the Britomart end of the CRL; Emergency Services (New Zealand Fire Service, New Zealand Police, and St Johns Ambulance); Any groups likely to have an interest in the CRL Project beyond the general public.

A memorandum of understanding was also agreed between KiwiRail / ARTA and Auckland City Council / Auckland Regional Council. The following interactive workshops were held with the above listed parties (as relevant) over the course of the study work: · · · · · · · · · · · ·

Establish and confirm Project Objectives; Establish and confirm Project Aspirations; Briefing for Emergency Services; Briefing for Utility companies; Establish and confirm key Principles and Outcomes; Establish and confirm key Project Risks / Opportunities; Establish and confirm Technical and Operational Requirements; Targeted workshop with Emergency Services to understand functional requirements for inclusion in the concept design work; Briefing on Tunnel and Station preliminary design work; Update to Utility companies; Option evaluation to evaluate station locations and tunnel alignments; Project Update sessions on design elements.

Information from the above was provided and fed into the study at the interactive workshops. It is noted that consultation with Westfield Limited as owner of the then owner of the Downtown Shopping Centre was undertaken outside the above workshops via meetings and other correspondence by KiwiRail and ARTA. Initial contact was made with Ngati Whatua o Orakei representatives inviting them to attend a workshop for the option evaluation, however they did not attend this session.

Following the amalgamation of Auckland local government on 1 November 2011, the Auckland Transition Agency was added to this stakeholder list

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Due to their strategic and regulatory interest in the CRL Project as planning and governing bodies, the former Auckland City Council and Auckland Regional Council were involved in the study work additional to the above workshops via a number of meetings. Political briefings were undertaken with the then Auckland City Council Transport Committee and the then Auckland Regional Council Transport and Urban Development Committee.

5.5

Auckland Transport Consultation (2011-2012)

5.5.1

Auckland Transport Consultation Principles, Objectives and Outcomes Sought

In summary AT has developed the following Principles and Objectives in relation to consultation on the CRL. Consultation Principles: · ·

Affected landowners, key stakeholders and other parties have a right to express their views and concerns about a project that has the potential to affect them. Affected landowners, key stakeholders and other parties have a right to expect that their views and concerns will be considered in Project decisions.

Consultation Objectives: · · · ·

To comply with the principles and requirements for consultation under legislation and policies. To provide key stakeholders and directly affected parties with timely information on the CRL during key stages of the CRL. To make available opportunities for stakeholders and affected parties to provide feedback and identify any key issues with regard to the CRL. To receive, consider and respond to the feedback received by stakeholders and affected parties with an open mind and to document how such feedback has contributed to decision making. To obtain concurrence with key stakeholders on key aspects of the CRL.

Outcomes sought: The consultation outcomes sought from communication and consultation undertaken over the life of the CRL are: ·

Stakeholders will be kept informed of the CRL and its purpose and have opportunities to have their say.

Feedback will be received from key stakeholders and the wider public and be considered as part of decision making and the mitigation of any adverse environmental effects. Communication and consultation undertaken and the feedback received will be documented to show how feedback has been considered and influenced any decision making.

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5.5.2

2011-2012 Consultation Pre Serving the NoR

As part of the 2011-2012 work AT has built upon previous consultation by engaging with the following four groups: · · · ·

Iwi Key stakeholders Government Agencies (see b. below) Directly affected landowners

Below is a summary of the consultation undertaken. Further details can be found in Appendix 559. a. Iwi Consultation was initiated with 17 Iwi60 who were each sent information about the Project and asked if they would like to be involved in the CRL project61. A follow up email was sent seeking responses. The following Mana Whenua groups advised that they wished to be involved in the CRL project. Subsequent consultation has been undertaken with: · · · · · · · ·

Ngati Maru Ngati Paoa Ngai Tai ki Tamaki Ngati Te Ata Ngati Whatua o Orakei Te Akitai Te Kawerau a maki Ngati Tamaoho

A range of consultation techniques have been used including a Hikoi along the Project route, hui including to understand how iwi wish to be engaged and workshops. Rau Hoskins has also been engaged by the AT CRL Project team to work with Mana Whenua on the urban design principles for the project. A set of Mana Whenua principles were also developed and agreed with Iwi in July 2012. These have been included in the UDF62 which supports the CRL NoR and are repeated in section 1.7.3 of this AEE. A Cultural Values Assessment has been undertaken and this is attached in Appendix 6, Volume 2 CRL NoR suite of documents. b. Key stakeholders and Government agencies The AT CRL Project team have held regular meetings with key stakeholders including: ·

Central Government (including representatives from the Ministry of Transport and Treasury)

Volume 2 CRL NoR suite of documents

Identified through AT’s Maori Relationships Manager

The letter sent to Iwi is contained in Appendix B to the Consultation Report Appendix 5: Volume 2 CRL NoR suite of documents 62

Appendix 9: Volume 3 CRL NoR suite of documents

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· · · ·

NZ Transport Agency KiwiRail NZ Historic Places Trust Waterfront Development Agency / Waterfront Auckland

AT have advised that these regular meetings will continue. The Consultation Report63 provides a summary of these meetings and the feedback received. In addition to the meetings there were briefings on the Project with the following stakeholders: · · · · · · · · · ·

Employers and Manufacturers Association New Zealand Planning Institute Karangahape Road Business Association Heart of the City Electorate MPs – Nikki Kaye and John Banks Eden Terrace Business Association Automobile Association Campaign for Better Transport New Zealand Council for Infrastructure Development The Media

The feedback received at these meetings was generally supportive of the CRL and attendees saw it contributing positively to Auckland and offering opportunities for investment and development. Briefings were also offered to each of the 21 Auckland Council local boards. Briefings were provided to 17 of those 21 boards. More detailed consultation was undertaken with both Albert Eden and Waitemata local boards, within whose area the CRL is located. c. Directly affected landowners Communications commenced with a letter to affected property owners in July 2012 followed by a series of information sessions. The Consultation Report provides a summary of the consultation that has occurred to date with directly affected landowners. AT sought as a key outcome from the consultation undertaken that directly affected and affected in proximity property owners and occupiers have an understanding of the CRL, the current CRL phase, and that AT has received feedback from these parties to consider in this AEE. Information sessions were held in July 2012. Approximately 240 people attended. As a result of these meetings, as well as emails to a project specific email address and to AT’s call centre, a number of individual meetings have been held and will continue to be held as the Project progresses. Copies of the landowner presentations were posted to the CRL Project website at the time the information sessions were held. Key issues raised at the above meetings include: ·

The Project has created uncertainty for me and/or my business, while in certain instances more ‘certainty’ has been provided than the broad alignment landowners were previously aware of from the work undertaken by KiwiRail and ARTA in 2009/2010;

Appendix 5: Volume 2 CRL NoR suite of documents

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· · · · · · · ·

The desire for a replacement property of similar standard and affordability in this general location; The Project may reduce the land supply and increase demand in the area; How the compensation process works and its principles of fairness; Maintaining property access during construction; Concern for existing tenants and their compensation; Concern existing leases are expiring and getting new tenants is difficult due to the Project; Concern about the amount of time required to find a replacement property suitable for specialist businesses; Concerns about impact on heritage buildings

d. General consultation Since mid-2011 information on the CRL has been available on the AT website including fact sheets, presentations, media releases and frequently asked questions. CRL has been a key feature in a number of Auckland Council consultation processes including the Auckland Plan, City Centre Master Plan, LTP and Regional Land Transport Programme. Mixed feedback was received but overall more support than opposition. Feedback received has been reviewed as part of the consultation process.

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Existing Environment

6.1

Introduction

This section of the AEE describes the existing environment affected by the CRL NoR, and is relevant for the assessment of the actual and potential effects. As stated in sections 3 and 4 of this AEE, physical constraints and technical parameters focused the investigation area for the CRL to the central city area generally bounded by the Waitemata Harbour in the north, the gullies to the east (Freemans Bay) and west (Grafton Gully) containing the motorway network, and the NAL to the south in the vicinity of Mt Eden Station (generally between Normanby Road in the east and the Dominion Road in the west). The preferred alignment and stations locations for the CRL, which are the subject of this NoR, fall within this area. The preferred alignment and station locations have been described in section 4 of this AEE.

6.2

Establishing the Existing Environment for the CRL

The existing environment includes sites within the designation footprint which currently are known to have approved resource consents for development which are yet to be given effect to64 and which are likely to be implemented65. The existing environment also includes existing designations which the CRL designation either crosses or is adjacent to, and those existing heritage orders for structures which the CRL designation either crosses or is adjacent to. The information contained within this section has been drawn from a number of sources, but primarily from the technical reports contained in Volume 3 Technical Reports66. These reports contain more detailed information about specific aspects of the existing environment. Section 6.3 provides a general overview of the existing environment for the CRL. Sections 6.4 to 6.6 describe the existing environment for the three geographical areas of Britomart to Mayoral Drive (cut and cover construction), Mayoral Drive to the NAL (tunnelling and station construction), and NAL east to Normanby Road (a mixture of both cut and cover and tunnelling along with surface works) and NAL west to immediate east of Dominion Road (mixture of both cut and cover and tunnelling along with surface works). These areas have been determined with reference to the indicative construction methodology developed for the concept design67 which supports the CRL NoR.

6.3

General Overview

The CRL Project once operational will be largely underground and within the Auckland central city area, a built up urban environment and New Zealandâ&#x20AC;&#x2122;s largest city centre and commercial / business area. During construction the CRL works will be visible at the surface only in the city between and including Britomart and Aotea Stations; at the southern end where the CRL connects to the NAL; and at station locations at Karangahape Road and Newton. Once operational the station entrances and ventilation buildings will be the only surface features. At the southern end, where the CRL tracks integrate with the NAL tracks, the tunnel portals themselves will be located

i.e. the development has not yet taken place and the resource consent has not yet lapsed.

Note that case law regarding what constitutes the existing environment is presently before the higher Courts.

CRL NoR suite of documents.

Appendix 13: Volume 3 CRL NoR suite of documents

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in trenches (retained wall structures) and the tracks will rise to merge at surface level within the existing NAL rail corridor . 6.3.1

Topography

Auckland is a city built on a volcanic field, characterised by a landscape dotted with the remnants of cones and craters, ridges and valleys. The topography of the city centre area is characterised by ridges and valleys (the Queen Street valley is flanked by the Symonds Street ridge and the Albert / Vincent / Pitt Street ridge, with the Karangahape ridge at its southern end). Beyond these ridges are the valleys which contain the motorway system (Grafton Gully to the east and Freemans Bay to the west with the CMJ to the south). To the south of CMJ the Newton area is characterised by the Symonds Street ridge and slopes to the west (Newton gully area) and east (Khyber Pass area). Further to the south from the Symonds Street ridge the topography slopes down again to meet the NAL. 6.3.2

Geology

Previous studies indicate the presence of fill, alluvial clays and silts and below these the East Coast Bays Formation (ECBF) (in various states of weathering) along the alignment. The ECBF underlies all of Auckland and is a weak rock well suited to tunnelling using TBM’s as has been observed in the successful delivery of Project Hobson and Project Rosedale. The ECBF weak rock has the complexity of stronger rocks in terms of discontinuities (bedding planes and faults and shears etc) all of which require careful consideration during design and construction. The nature of the ECBF requires that for tunnelling ground support is installed early and close to the advancing excavation face particularly for larger diameter tunnels that do not use a TBM. The larger the tunnel diameter, the greater the demand for temporary support of the surrounding soil and thus the requirements to provide support to the ground in the form of temporary support (such as rockbolts and shotcrete) and reinforced concrete for the permanent lining increases. 6.3.3

Transport Network

AT is responsible for managing and controlling Auckland's transport system under the LGACA. AT’s purpose is set out in section 1.4 of this AEE. Section 46 of the LGACA outlines AT's functions and powers in respect of the land transport system and AT’s role as the Road Controlling Authority. Existing Public Transport Network (Train and Bus Passenger mode share) During the peak period public transport travel into the city centre mode share is currently 44%. Across the Auckland region the public transport mode share is 3.4%, and nationally it is 2%. Almost 60% of public transport work-trips and 68% of all daily public transport trips are focussed on the city centre. The 2011 AT public transport patronage survey showed a total of nearly 32,400 people entering the central area on public transport during the morning peak period (7 am to 9am)68.

Integrated Transport Assessment Appendix 5: Volume 3 of the CRL NoR suite of documents

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Existing Train Network The current Auckland passenger rail network, as shown below in Figure 6.1, comprises four routes (south via the southern line; south to Manukau via eastern line; southwest to Onehunga; and to the west via Newmarket), totalling approximately 110 kilometres of line with 41 stations. Figure 6.1 Existing Auckland Rail Network Train Plan

The 2011 public transport patronage survey showed over 5,600 passengers entered the city centre during the morning peak period (7 am to 9 am) by train, on 35 train services. Existing Road Network Existing designations relating to roads are described in section 6.3.14 of this AEE. Road designations under the Auckland Council District Plan: Central Area and Isthmus sections are classified using seven different categories ranging from Motorway to access way. Most of the roads in the vicinity of the CRL designation are zoned ‘Level 2 High Density’ as they carry more than 10,000 vehicles per day. A description of the existing traffic environment for each geographical area is included in sections 6.4-6.6 of this AEE. The hierarchy of roads within the Auckland Council District Plan: Central Area and Isthmus sections are classified as follows: ·

Regional Arterial: Approximately 40,000 vehicles/day - These roads carry the major traffic movements between principal sectors of the region and are predominantly used by through traffic. District Arterial: Approximately 5,000 – 25,000 vehicles/day - These roads cater for traffic movement between major areas of the City, a function partly shared with regional arterials.

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Collector: Approximately 3,000 – 10,000 vehicles/day - Collector roads collect and distribute traffic to and from the arterial road network and supplement the primary network by acting as local main roads. Local: Approximately 1,000 – 5,000 vehicles/day - Local roads provide access to abutting properties, collect and distribute traffic to and from other streets within and beyond the local area.

Existing Bus Network The Rapid Transit Network (RTN) and Quality Transit Network (QTN) services are operating in the city centre. The RTN offers the most frequent, reliable service as it is on its own right of way e.g. train or busway. The QTN also offers a frequent service (minimum fifteen minute frequency) but utilises the general road network (albeit with priority measures) e.g. buses. A review of the public transport network classifications is on-going, the terms RTN and QTN are used for the purposes of this report. Table 6.1 below shows the RTN and QTN within the Auckland city centre area which are of relevance to the CRL NoR. Table 6.1 RTN and QTN in the Auckland Centre Area RTN routes within Auckland Centre Area

QTN routes within Auckland City Centre Area

Fanshawe Street from the Northern Motorway (SH1) to Britomart

Symonds Street and Anzac Avenue Great North Road, Karangahape Road, and Grafton Bridge Fanshawe Street west of Nelson Street Lower Hobson Street Quay Street west of Queen Street Queen Street Mayoral Drive between Queen Street and Vincent Street Pitt Street, Vincent Street, and Albert Street

Existing Cycle and Pedestrian Network Cyclists entering the city centre area can utilise cycle only lanes, shared (cycle pedestrian lanes), bus lanes and public roads. Recent cyclist counts by AT show around 850 cyclists entering the city centre in the morning peak. Grafton Bridge is the location with the highest observed levels of pedestrians and cyclists with over 1,500 pedestrians and cyclists during the morning peak, and Karangahape Road motorway over bridge is the second busiest site. These numbers exclude cyclists who circulate within the city centre area after arriving on other forms of transport (e.g. ferry) or are city centre residents69. Figure 6.2 below provides an overview of the current level of pedestrian activity on different routes through the city centre (with the darker colour representing the higher levels of activity).

Integrated Transport Assessment Appendix 5: Volume 3 of the CRL NoR suite of documents

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This map illustrates that the highest activity is located in the downtown area, with Queen Street providing a key central spine through the city centre. The 2010/2011 pedestrian counts undertaken show that around 5,300 pedestrians enter the city centre in the morning peak. As noted in the previous section, Grafton Bridge is the location with the highest observed levels of pedestrians and cyclists, with over 1,500 pedestrians and cyclists during the morning peak, while Karangahape Road motorway over bridge is the second busiest site. Figure 6.2 Pedestrian Activity within Auckland City Centre70

6.3.4

Land Use

The Auckland city centre area is a built up urban environment and New Zealandâ&#x20AC;&#x2122;s largest city centre and commercial / business area. It is a centre of business, art, culture, entertainment, recreation, education, tourism and residential living. The city centre area has a less definite relationship between an activity and the building it may occupy compared to other parts of Auckland. The Queen Street corridor and Karangahape Road ridge provide the most intensive amount of retail floor space with the Queen Street Valley Precinct, in particular, characterised by relatively small retail tenancies. Land uses above ground for the CRL designation footprint include commercial and office buildings, apartments and visitor accommodation, warehouses and storage facilities, entertainment centres and restaurants, civic buildings and community centres, and residential accommodation. Included in this are some heritage buildings and character overlay areas71. Some of these buildings are identified as key sensitive receivers (receivers for noise, vibration and air quality whose amenity needs to be considered) and are listed below in more details in sections 6.4-6.6 of this AEE. The vision for the city centre area as set out in the Auckland

ITA, page 23, Appendix 5: Volume 3 CRL NoR suite of documents

Protected built heritage and character overlay areas as identified in the Auckland Council District Plan: Central Area Section â&#x20AC;&#x201C; Planning overlay Map 6 71

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Plan, CCMP, and other strategic documents is future intensification of this area, containing a mix of uses and activities. 6.3.5

Built Heritage and Scheduled Sites

The path of the CRL reflects the progress of Auckland's development, the community and commercial needs of a city's development, through one and a half centuries. The CRL runs through a highly developed urban environment and passes through areas of heritage value and importance including the Central Post Office and Britomart area, Albert Street, Pitt Street, Karangahape Road and southern Symonds Street. These areas retain historic buildings relating to the 19th and early 20th century. Although much of the built history has been re-developed, a good portion remains to be recorded and preserved. A great variety of buildings, of different construction types, line the CRL route representing almost the entire span of architectural development of Auckland from its inception to present day72. The initial assessment (based on accepted criteria for identifying the significance of historic places) by the Built Heritage expert resulted in the identification of approximately 300 properties. The refinement of the results to those properties within the study corridor (100m either side of the indicative centreline of the CRL route) reduced the number of potentially affected properties to 254 properties. By further restricting the assessment to those properties within the limits of the vibration and settlement contours73, the number reduced to 110 properties and just 53 properties have been found (by initial structural desktop analysis) to be potentially affected. The Built Heritage assessment74 identifies a number of historic buildings / buildings of character merit which are identified as sensitive to the construction of CRL. These are: · · · · · · ·

Former Chief Post Office Building (Lower Queen Street); Albert Street Historic Wall and Toilets (corner Albert Street and Durham Street West); Martha’s Corner buildings (northwest corner Albert Street and Victoria Street); Griffith’s building (southwest corner Mayoral Drive and Wellesley Street); Beresford Square Historic Toilets (Beresford Square); Beresford Square and Pitt Street Buildings (various); Mercury Theatre (9 Mercury Lane);

· ·

Symonds Street Buildings (Various); 151 Newton Road.

6.3.6

Archaeology

The surrounds of 19th century buildings have the potential to contain associated subsurface archaeological remains as do the footprints of buildings themselves. The CRL will be constructed for the most part through tunnelling deep below the ground surface which would generally be below the level of any archaeological remains. Archaeological remains would generally be found within 2-3 metres of the ground surface. The areas that will have most potential for archaeological remains to be exposed is where the construction works reach the surface between Britomart and

Built Heritage Assessment; Appendix 4: Volume 3 of the CRL NoR suite of documents

Undertaken in conjunction with the Vibration technical expert and the Structural Engineering Expert (see Appendices 2 and 10 respectively Volume 3 CRL NoR suite of documents 74

Appendix 4: Volume 3 of the CRL NoR suite of documents

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Aotea Station, where the CRL connects to the NAL, and at each station location â&#x20AC;&#x201C; Aotea, Karangahape, and Newton75. Further detail on these is contained in sections 6.4-6.6 of this AEE. 6.3.7

Maori Cultural Values

A Cultural Values Assessment (CVA) is contained in Appendix 6, Volume 2 of the CRL NoR suite of documents. The purpose of the CVA is to help AT understand each Iwi's (as set out in section 5.5.2 of this AEE) values and identify how these values can be incorporated into the CRL project. Additionally, both the technical assessment for Archaeology and Built Heritage76 refer to known historic sites of Maori development. Information from these reports is included below in the following sections. The CVA comments on the existing environment in relation to cultural values and notes that the existing environment in which the CRL sits is a built up urban environment, with the natural state of many of the traditional sites and taonga having been excavated or built over with roads and buildings. The CVA also notes that notwithstanding the built environment, iwi / hapu maintain their mana whenua and kaitiakitanga relationships with the area, and that the cultural and spiritual connection to their ancestral whenua and taonga is still important and profound. Briefly from the CVA, the cultural landscape of the Tamaki Isthmus is made up of volcanic cones and craters, the Waitemata and Manukau Harbours, the gulf islands, the Tamaki and Whau Rivers and other portages that connect harbours, swamps and streams, all of which bear names commemorating important ancestors and past events. The CVA also notes that mana whenua do not look at the landscape solely in its current form, but view it also in terms of its cultural and spiritual values associated with the past - all these cultural sites have a mauri that binds the current generations through mana, tapu and whakapapa to the whenua, the cultural sites and to the early ancestors. 6.3.8

Trees

A total of 206 trees have been identified during walkovers of the CRL route. Of these 160 are located on land owned by Auckland Council (primarily within road reserve). Of the 206 trees only 42 trees or groups of trees are located within the surface designation areas. The remaining trees are located above the sub-strata designation (two tunnels or station sub-strata areas) and will be unaffected by the CRL, or are a sufficient distance from the designation footprint to remain unaffected77. Most of the trees within the designation footprint where surface works are proposed are exotic street trees. None are scheduled or protected with the exception of the two tulip trees growing in the Mayoral Drive section above the sub-strata designation footprint, which are protected. Both of these are in close proximity to proposed Aotea Station surface works. At the time the existing environment analysis was undertaken, and based on the concept design which supports the CRL NoR, 42 trees and tree groups were identified as requiring removal within the surface work areas of the designation footprint. A further 18 trees were identified as requiring protection from construction activities if retained.

Archaeology Assessment; Appendix 3: Volume 3 of the CRL NoR suite of documents

Appendices 3 and 4: Volume 3 of the CRL NoR suite of documents

Trees Assessment; Appendix 8: Volume 3 of the CRL NoR suite of documents

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Scheduled trees along the CRL corridor which are not within the designation footprint: · · ·

6.3.9

Thirty-nine Tulip trees running along Mayoral Drive (of which two are above the sub-strata designation footprint – discussed above); Potentially an additional Tulip on the corner of Vincent Street and Mayoral Drive (above the sub-strata designation footprint); Thirty-seven London Plane trees which run along both sides of Vincent Street, forming an avenue of trees (not within the surface works area but above the sub-strata designation footprint). Ground Water

Taking, using and/or diverting water, including groundwater, is a matter to be addressed in future resource consents which will be applied for under section 14 of the RMA. Diverting ground water will be required due to the underground construction of the two tunnels and Aotea, Karangahape and Newton Stations. 6.3.10 Air Quality The Auckland city centre area is an area of dense, medium and high-rise commercial office, retail, hotels and apartment-style residential developments. There is a wide range of activities in the city centre that are sensitive to the effects of dust discharged from construction activities including retail (especially food retail), offices, schools and childcare facilities. Sensitive receivers78 are discussed in more detail in sections 6.4-6.6 of this AEE. The prevailing winds in the Auckland region tend to be from the southwestern and northeastern quarters. However, close to ground level in built-up areas, particularly in areas such as the Auckland city centre with a large number of tall buildings, local wind directions are likely to be highly influenced by the local built environment79. The entire CRL lies within the Auckland metropolitan airshed, which has been gazetted as an airshed under the Air Quality National Environmental Standard (AQNES), because ambient concentrations of PM10 within this zone occasionally exceed the AQNES threshold concentration of 50 µg/m3. The CRL is also located within the Urban AQMA as defined in the ARP: ALW. 6.3.11 Noise and Vibration A noise and vibration assessment for the CRL was undertaken over the period of March to June 2012. The results are contained in Appendix 280. Noise Level Surveys This section provides a summary of the noise level surveys undertaken to establish the existing noise environment. Nine sites were identified as being representative of the existing noise

Only premises within approximately 100m of significant dust sources have been considered as potentially sensitive receptors for assessing the effects of construction dust. This is based on the discussion regarding particle size in the Ministry for the Environment Good Practice Guide for the Assessment of Effects of Dust. 78

Air Quality Appendix 7: Volume 3 of the CRL NoR suite of documents

Volume 3 CRL NoR suite of documents

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environment at relevant sensitive receiver locations and are identified in Table 6.2 below, which also shows sensitive receivers for vibration. The results of the noise level surveys show a high ambient and background noise environment. The locations with the lowest night-time noise exposure are at Akiraho Street and the French Café, Symonds Street (Newton Station)81. This is expected, given these sites are located on the fringe of the central city area. Inner central city areas are subject to night-time background noise levels that are higher. On the weekends, the night-time background noise level along Albert Street is considerably higher again at 60 – 74 dB LA90. The noise level did not drop below 60 dB LA90 at any time at this location. Vibration Surveys Ambient vibration surveys were undertaken for CRL over the period March to June 2012 and are attached to the technical noise and vibration report contained in Appendix 282. Overall, the measurements recorded show that the ambient vibration environment is generally low - the mean Peak Particle Velocity (PPV) values did not exceed the perception threshold (0.3 mm/s PPV) at any site. Ten sites were identified as being representative of the existing vibration environment at relevant sensitive receiver locations and are identified in Table 6.2 below. Table 6.2 Key Sensitive Receivers – Noise and Vibration Noise

Vibration

Sensitive Receiver

Representative of:

Britomart to Vincent Street x

DFS Galleria, lower Albert Street

Representative of residential buildings along lower Albert Street. Considered to receive noise level of 53-64dB LA90 typical of metropolitan inner city area where noise levels are high and controlled predominantly by city road traffic with contributions from other sources, such as business activity, sirens and alarms.

Quay West Suite

Representative of residential buildings on lower Albert Street.

Sky City Grand Hotel

Representative of noise levels along Albert Street and near Aotea Station. Background noise levels of 60-64dB LA90 considered a very high noise level, but typical of a metropolitan inner city area. Background noises are higher on weekends.

ASB Theatre, Aotea Centre

Representative of performance venue sensitive to noise. Sound level readings were located in close proximity to the stage in the ASB theatre and in a car park adjacent to Mayoral Drive. The external noise levels are considered a typical daytime noise level for a location near a busy urban road measuring 54dB LA90.

Rendezvous

Representative of residential/hotel receivers on Vincent

Noise and Vibration: Appendix 2: Volume 3 of the CRL NoR suite of documents

Volume 3 CRL NoR suite of documents

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Noise

Vibration

Sensitive Receiver

Representative of:

Grand Hotel, 71 Mayoral Drive Auckland

Street.

Vincent Street to Mt Eden x

x x

22 Beresford Street

Representative of noise levels near Karangahape Station. This site is an inner city location with the state highway network in reasonable proximity. The background noise levels recorded were 44â&#x20AC;&#x201C;58dB LA90.

Mercury Theatre

Representative of noise levels near Karangahape Station. This typical metropolitan inner city location has elevated noise levels during day and night time periods with a background noise level of 46-66dB LA90. This area is more affected by noise from the CMJ than Karangahape Station environment.

George Court Apartments

Representative of residential and hotel buildings on Vincent Street.

French CafĂŠ, 210 Symonds Street

Representative of the upper Symonds Street area near Newton Station. The background noise levels are 41-70dB LA90. The noise levels are high during the day with nighttime noise levels slightly lower. This is more typical of activities associated with commercial operations in the mixed use zone.

Citta Apartments, 184 Symonds Street

Representative of the upper Symonds Street area near Newton Station.

Mt Eden to Dominion Road x

TV3, 3 Flower Street

Vibration sensitive environment housing a TV studio.

10 Flower Street

A residential receiver.

1 Akiraho Street

An apartment building overlooking the current Mount Eden Rail Station. The noise environment at this site is lower than at other locations due to its distance from local roads. However, the NAL is adjacent to this measurement location and does impact the measured noise levels particularly during the day. Background noise levels of 35-55dB LA90.

10 Ruru Street

An apartment building located directly above a cut-andcover section of the route adjacent to the CRL connections to the NAL and tunnel portals. The noise logger at this site only operated for 11 hours. Background noise levels of 4255dB LA90 were recorded.

27 Brentwood Avenue

A residential building in close proximity to the NAL. The noise environment at this site is lower than at other locations due to its distance from local roads. However, the

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Noise

Vibration

Sensitive Receiver

Representative of:

NAL is adjacent to this measurement location and does impact the measured noise levels particularly during the day. Background noise levels of 40-53dB LA90.

6.3.12 Contaminated Land The CRL passes through sites of Aucklandâ&#x20AC;&#x2122;s early European settlements. These include the reclamation of the Auckland waterfront (undertaken from the 1860s through to the 1880s) and the commercial centre (lower Queen Street), early residential areas and the industrial area of Newton, Eden Terrace and Mt Eden. Sites that have been identified as contaminated in this report have been drawn from the information provided in the Contaminated Land Assessment attached as Appendix 683. The CRL will be constructed for the most part through tunnelling deep below the ground surface which would generally be below the level of any contamination. The contaminated land assessment identifies three tiers of contamination: Tier 1 relates to sites where contamination has been identified or is likely to be based on historic land use. Tier 2 relates to sites where previous contamination has been remediated and validated as suitable for existing land use. Tier 3 relates to sites where contamination may be present from existing or previous land use but presents little or no risk. Road corridors within the CRL designation footprint are Tier 1 as they contain hydrocarbons, coal tar, coal ash and heavy metals. The areas of lower Albert, Albert Street, and Beresford Street are also Tier 1 as they contain uncontrolled fill and process contaminants84. 6.3.13 Utilities Existing network utility services identified within the CRL designation footprint are telecommunications, power cables (particularly within the Vector tunnel), stormwater network pipes, sewage networks (particularly the Orakei main sewer), bulk water supply and the wastewater interceptor network. The key utilities are listed in Table 6.3 below. It is acknowledged that other services, typically found in the top 5m below the surface, will be affected by the CRL construction particularly between Britomart and Aotea Station, Karangahape, and Newton Stations. Table 6.3 Key Utilities Identified within the CRL Designation Footprint Orakei Main Sewer

Watercare Orakei Main Sewer crosses below the CRL tunnel alignment at Victoria street west. The sewer will require localised strengthening work and structural bridging.

Vector tunnel

The Vector Tunnel crosses the CRL tunnel alignment at Mayoral Drive but is significantly deeper than the CRL tunnel alignment and therefore will not

Volume 3 CRL NoR suite of documents.

Contaminated Land Assessment Appendix 6: Volume 3 CRL NoR suite of documents.

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significantly impact this tunnel. 1500mm – 1665mm stormwater drain in Albert Street

An Auckland Council stormwater drain discharges to the harbour off Lower Albert Street and runs at deep level from the harbour up the centre of Albert Street as far as Wellesley Street West. The alignment and depth of this drain is impacted by the CRL tunnel alignment. This has been discussed in the 2012 Concept Design Report85, and additionally in section 4 of this AEE.

375mm diameter watermain Pitt Street

The 375mm watermain is within the footprint of Karangahape Station and will require diverting.

1950mm diameter stormwater drain in Nikau & Ruru streets

A 1950mm diameter stormwater pipe has been identified within Nikau Street connecting to an existing 1950mm drain within Ruru Street. This alignment crosses the DRL corridor. During construction the pipe will need to be adequately supported and protected.

1300mm diameter wholesale watermain Nikau & Ruru streets

The Hunua 2 watermain forms part of the bulk water supply service and is a critical asset for Watercare in servicing the Auckland Region. The CRL corridor passes well beneath the main within Nikau Street. Near Ruru street the clearance is closer. During construction the pipe will need to be adequately supported and protected.

6.3.14 Designations There are a number of existing designations within the Auckland Council District Plan: Central Area and Isthmus sections that are directly affected or directly adjacent to the proposed CRL designation. These designations include the following land uses: · · ·

Transport (including the State highway network at CMJ, Britomart transport centre and railway, Auckland roads and car parks); Network utilities (electricity and water supply); and Civic buildings (Court, Police Station, Civic Centre, Mt Eden Prison).

Table 6.4 below sets out the existing designations in the Auckland Council District Plan: Central Area section. Table 6.5 below sets out the existing designations in the Auckland Council District Plan: Isthmus section. In 2009 the then Auckland City Council served NoR to designate its public roads (with a few minor exceptions such as the level crossings at Porters Avenue and Normanby Road) in both the Central Area and Isthmus sections of the Auckland Council District Plan. The Auckland City NoR were confirmed in 2010. These road designations now are the responsibility of AT in relation to its powers and functions outlined in section 1.4 of this AEE. The road designations were classified using seven different categories ranging from Motorway to access way. Most of the roads in the vicinity of the CRL are zoned ‘Level 2 High Density’ as they carry more than 10,000 vehicles per day. A description of the existing traffic environment is included in sections 6.4-6.6 of this AEE.

Appendix 13: Volume 3 CRL NoR suite of documents

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Table 6.4 Existing Designations in the Auckland Council District Plan: Central Area section Reference

Requiring Authority

Purpose of Designation

Relationship to NoR

283

NZ Transport Authority

Motorway (CMJ)

NoR 2 and 3 cross beneath the CMJ

288

Vector Limited

Electricity Transmission Purposes Penrose to Hobson Street tunnel, for the purposes of conveying electricity to the Auckland CBD (Mercury Tunnel)

NoR 2 and 3 crosses the Mercury Tunnel

294

Minister for Courts

Auckland District Court and Public Administrative Facility

NoR 1 runs adjacent to the Auckland District Court

290

Minister of Police

Central Police Station

NoR 2 and 3 run adjacent to the Police Station

309

Auckland Transport

Car park (Day Street & Beresford Street)

NoR 2, 3 and 4 run adjacent to the car park

310

Auckland Transport

Car park (Karangahape Road, 24 Mercury Lane)

NOR 4 runs adjacent

313

Auckland Transport

Car park (Aotea Civic Centre)

NOR 1 runs adjacent

314

Auckland Transport

To provide for the operation and maintenance of a transport centre and the provision of a rapid rail system (Britomart)

NOR 1 runs adjacent

384

Auckland Transport

Public road network

All public roads are subject to designation â&#x20AC;&#x201C; NoR 1, 2, 3 and 4

Table 6.5 Existing Designations in the Auckland Council District Plan: Isthmus section Reference

Requiring Authority

Purpose of Designation

Relationship to NoR

B08-04

Auckland Transport

Public road network

Parts of the road reserve are subject to strata or surface designations for the Project â&#x20AC;&#x201C; NoR 2, 3,5, and 6.

C08-09

Auckland Transport

Building Line for Road Widening

NoR 5 (Newton Station) is to be located under C08-09 designation

C08-14

Watercare Services Ltd

Water supply purposes

NoR 5 (Newton Station) is to be located adjacent to the reservoir.

C08-18

Auckland Transport

Car park

Localised construction site associated with Newton Station

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Reference

Requiring Authority

Purpose of Designation

Relationship to NoR

under NoR 5. This land is required as surface designation C08-19

Vector Limited

Electrical Works (Substation)

NoR 5 (Newton Station) is to be located under C08-19 designation

D08-25

Ministry of Corrections

Prison

Part of this designation is subject to NoR 6 (adjacent the NAL for the widening of the NAL tracks to accommodate the CRL tracks in between and for the re-grading of the access into the prison site as a result of the grade separation of Normanby Road over the rail corridor)

H13-09

NZ Railways Corporation (KiwiRail)

Railway Purposes

NoR 6 contains land adjacent to this designation for the purposes of widening of the NAL tracks to accommodate the CRL tracks in between

6.4

Existing Environment of CRL Route from Britomart to Mayoral Drive

Aerial plans (Plan 1, 2 and 3) showing the indicative location of the CRL tunnel alignment and station location for Aotea Station, along with the designation footprint is attached in Appendix 1 to this AEE and can be referred to in reading this existing environment section. 6.4.1

Topography

The topography around Britomart to Vincent Street is defined by a sloping gradient that rises from north to south, with Albert Street located on the edge of the Queen Street valley and near the ridge line of Hobson Street. Adjoining streets that run from the east or west down the valley slopes to Queen Street are relatively steep whilst Albert Street, which runs north-south is generally flatter. 6.4.2

Transport Network

Road Network Some key roads in the vicinity of the CRL in this section include: Âˇ Âˇ

Lower Queen Street including QE2S (classified a pedestrian mall in the Auckland Council District Plan: Central Area Section) Lower Albert Street (classified a district arterial road)

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· ·

Albert Street (classified a collector road)86 Those streets which intersect with the above streets (Quay Street, Customs Street, Mills Lane, Wolfe Street, Swanson Street, Wyndham Street, Kingdom Street, Durham Street West, Victoria Street, Wellesley Street).

Lower Queen Street, although zoned a pedestrian mall, is predominantly used as Auckland’s central bus interchange, with buses from all over the Auckland Region using the street outside Britomart on a daily basis. Lower Queen Street is utilised by pedestrians connecting to train, bus and ferry services as well as the Downtown Shopping Centre. The Queen Street pedestrian concourse runs underground from the west of Lower Queen Street into the B1 Level of Britomart Train Station. Albert Street has one permanent bus lane and one general traffic lane running for most of its length in each direction. The majority of buses going to and from the North Shore and Waitakere use Albert Street. Between Quay Street in the north and Wellesley Street in the south there are two bus stops southbound and four bus stops northbound. Being a central bus route this is a popular pedestrian walking area. From Lower Albert Street to Wellesley Street there are three major intersections where the roads running from east to west (Customs Street, Victoria Street and Wellesley Street) are district arterial roads, carrying multiple lanes with high volumes of traffic. There are two areas of Albert Street where there are grade separated vehicle lanes from the rest of the road. Between Wyndham Street and Victoria Street West the eastern portion of Albert Street drops from both ends to approximately one storey below the upper level. This is a one lane south bound road with parking along the eastern side. From this lower level there is access to the adjacent buildings. Along with some vehicle movements, the lower level provides access to Durham Lane and Queen Street for pedestrians. To the south of Victoria Street, Albert Street separates similar to the block to the north described above. This road is partially covered over by the main entrance to the Crowne Plaza hotel. The lower level is one way southbound and returns to the main road level at the Wellesley Street intersection. It provides vehicle access to the lower levels of the hotel and adjoining buildings. a. Cycle network In the vicinity of Aotea Station, Albert Street between Wellesley Street and Quay Street is part of the existing cycle network. There is a shared bus/cycle lane on both sides of Albert Street. Figure 6.3 below shows the existing cycle network.

Classifications as identified in the Auckland Council District Plan: Central Area section – Planning Overlay Map 7 contained in Appendix 4: Volume 2 of the CRL NoR suite of documents. 86

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Figure 6.3: Existing cycle network87

Auckland Cycle Maps (February 2012) Auckland Transport http://www.aucklandtransport.govt.nz/movingaround/biking-cycleways/MapsAndMore/Pages/AucklandRegionalCycleMaps.aspx

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6.4.3

Land Use

Land uses above the ground for the Britomart to Mayoral Drive part of the CRL route include high density commercial and office buildings, residential and visitor accommodation, retail, restaurants and bars. At the lower (north) end of the route is the transport hub around QE2S, the Downtown Shopping Centre, and street retail. Commercial offices intermingle with residential and visitor accommodation along Albert Street. At the top (south) end of this area is the Aotea Precinct (near Aotea Square and the civic heart of Auckland) which includes the Auckland Town Hall, Council Civic buildings and key civic/entertainment buildings â&#x20AC;&#x201C; including the Civic Theatre and Aotea Centre. The CRL passes beneath the Downtown Shopping Centre. This site has an existing resource consent for demolition of the existing four level building at 7 Queen Street and its redevelopment with the construction of a 41 level commercial, retail and office building. The consent was granted in 2008 and will lapse in 2016 unless substantial progress towards giving effect to it has been made. For the purposes of the AEE consideration has been given to the effects of the Project on this site with this consent. The AEE in section 7 of this report provides further detail with regard to this matter. 6.4.4

Built Heritage and Scheduled Sites

Within a 100 metre buffer either side of the CRL indicative tunnel centreline there are 35 NZHPT scheduled sites, an additional ten Auckland Council scheduled sites and many sites defined as having of merit, character and interest in the built heritage report88. Scheduled sites of note are Smith and Caughey, St Patricks Cathedral and Ferry Building. Key buildings and structures which may be potentially affected by the CRL include the Central Post Office building, Albert Street Historic Bluestone Wall and toilets, Martha's Corner building and the Griffith's building on the corner of Wellesley Street and Mayoral Drive89. 6.4.5

Archaeology

There is potential for direct impact on archaeological remains in the area of historic reclamation in and around QE2S and beneath the Central Post Office. Other archaeological remains would generally be found within 2-3 m of the ground surface. This includes the footprint of Aotea Station and the cut and cover tunnel up Albert Street90. Beneath QE2S there are likely deposits relating to historic reclamation which are of archaeological value. Previous excavations in this area in connection with the Britomart Transport Centre development have exposed remains of the old wharf piling, road surfaces, 19th century utilities and reclamation deposits containing 19th century artefacts. While these works destroyed the archaeological deposits encountered, other areas within and around the square may still contain intact deposits. 6.4.6

Maori Cultural Values

As stated in section 6.3.7 of this AEE, a CVA is contained in Appendix 6, Volume 2 of the CRL NoR suite of documents. In summary the CVA notes that the waterfront area was important to mana whenua for seafood resources, settlement, gardens and connections to ancestors.

Appendix 4: Volume 3 of the CRL NoR suite of documents

Built Heritage Assessment Appendix 4: Volume 3 of the CRL NoR suite of documents

Archaeology Assessment (page 39) Appendix 3: Volume 3 of the CRL NoR suite of documents

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Additional comment further to the CVA is provided below. Under Queen Street is the historic Horotiu Stream which has significance to Maori. The CRL tunnels avoid this stream. The stream mouth originally was the old foreshore near Fort Street. The stream has long since been diverted along the old foreshore area which is now Fort Street and travels out to the harbour by the eastern end of Britomart. Two scheduled Maori heritage sites are located along the route: Nga Wharau a Tako (87-89 Albert Street, and areas to the west); and Ngahu Wera (where Albert Street borders Customs Street West). 6.4.7

Trees

Trees along Albert Street from Customs Street to Wellesley Street are primarily evergreen magnolia planted as an avenue. There are also the occasional fringe Alder and several pohutukawa trees in a raised planter. Seventeen of the 28 trees and tree groups identified within this section of the designation footprint are within or in very close proximity to surface works. None of the potentially affected trees are native, notable or scheduled. On Mayoral Drive, from Wellesley Street to Vincent Street, there is a mixture of mainly tulip trees, which are scheduled, and Queensland box gums. Also located along this section of the CRL route are the occasional group or row of mixed native and exotic trees (some of which are within private property). The remaining 47 trees and tree groups in this area of the CRL are not scheduled in the Auckland Council District above subterranean parts of the designation and will not be affected by surface works91. 6.4.8

Air Quality

The length of Albert Street, including the area where Aotea Station is proposed, is largely an ‘urban canyon’, with medium to high rise buildings along both sides of Albert Street. At street level there are a range of retail activities, and several hotel frontages. Sensitive receptors in this area include a childcare facility (AUT Early Childhood Education Centre at 59 Wellesley Street), retail premises, hotels and residential complexes92. 6.4.9

Noise and Vibration

Inner city centre areas are subject to night-time background noise levels that are higher than those areas of the CRL located further to south (towards and at the NAL). On the weekends, the nighttime background noise level along Albert Street is considerably higher than these other areas at 60 – 74 dB LA90. The noise level did not drop below 60 dB LA90 at any time at this location. Table 6.6 below identifies four buildings considered by the noise expert (Marshall Day) to be representative of the existing vibration environment.

Trees Assessment Appendix 8: Volume 3 CRL NoR suite of documents

Air Quality Assessment Appendix 7: Volume 3 CRL NoR suite of documents

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Table 6.6 Key Sensitive Receivers between Britomart and Mayoral Drive – Noise and Vibration Noise

Vibration

Sensitive Receiver

Representative of:

DFS Galleria, lower Albert Street

Quay West Suite

Representative of residential buildings on lower Albert Street.

Sky City Grand Hotel

ASB Theatre, Aotea Centre

6.4.10 Contaminated Land The Britomart to Mayoral Drive part of the CRL route is predominantly commercial office building/retail and accommodation which pose low contamination risk. However the area of reclaimed foreshore land, where Britomart and the QE2S are, include contaminated fill. 6.4.11 Utilities There are three key utilities present in the CRL designation footprint for this area. These are the Orakei Main Sewer, Vector tunnel and the 1500, 1665mm stormwater drain in Albert Street. As outlined in section 6.3.13 of this AEE both the Orakei Main Sewer and stormwater drain will be impacted by the CRL but the Vector Tunnel will not be. 6.4.12 Designations The relevant existing designations in this area are: · · · ·

Mercury Tunnel; Auckland District Court and public administrative facility; Car park (Aotea Civic Centre); Britomart; and

The Public road network.

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6.5

Existing Environment of CRL Route from Vincent Street to NAL

Aerial plans (Plan 4, 5, 6, 7, 8, and 9) showing the indicative location of the CRL tunnel alignment and station locations for Karangahape and Newton Stations, along with the designation footprint is attached in Appendix 1 to this AEE and can be referred to in reading this existing environment section. 6.5.1

Topography

Within the vicinity of Karangahape Station the topography is defined by a ridgeline running the length of Karangahape Road in an east-west direction. From this ridgeline, land slopes down and away to the north and south. To the north of Karangahape Road is Myers Park, public open space formed in a steep gully that slopes down towards the inner city centre. To the south of Karangahape Road the land drops quickly away towards the bottom of Newton Gully and the state highway interchange known as CMJ. Newton, an inner city suburb, is located on the southern outskirts of the city centre area on the opposite side of the gully. Bridges on Symonds Street and Upper Queen Street connect the Newton area to the rest of the city centre area over the CMJ. At the southern end of Symonds Street the road branches in to New North and Mt Eden Roads, which respectively continue into the western and central suburbs of the Auckland Isthmus. Within the Newton area, the ridgelines run along Symonds Street in a north south direction and east west along Khyber Pass Road. The terrain in this area is characterised by steep dips and rises from the Symonds Street ridgeline with Mt Eden dominating the landscape on the southern boundary. 6.5.2

Transport Network

Key roads in the vicinity of the CRL in this section include: · · · · · ·

Mayoral Drive, Vincent Street, Beresford Square and Upper Queen Street (all classified collector roads); Pitt Street, Ian McKinnon Drive and Symonds Street (classified a district arterial road); Mercury Lane, and intersections with Cross and Canada Streets; CMJ; St Benedicts Street, Stable Lane , Flower Street, Shaddock Street, Nikau Street, Ruru Street and Ngahura Street (all classified as local roads); Streets which intersect with the above streets (including Cook Street, Greys Avenue, Karangahape Road, Khyber Pass Road, Newton Road, Mt Eden Road and New North Road).

A number of the roads above carry bus services to and from Waitakere, North Shore and across the former Auckland City areas. This portion of the CRL contains a number of bus stops on the above roads, travelling in each direction. Pedestrians utilise these streets to access other public transport and general access to, from and around the city centre area. These roads range from 1 to 2 lanes in each direction. The majority of these roads have parking down one or both sides, though some have clearways during peak hours, for example Pitt Street. The northbound side of Vincent Street has a shared bus and cycle lane, whilst the southbound side has only a cycle lane. Pitt Street carries traffic to the main CMJ intersection at Hobson Street, providing access to the Southern and North Western Motorways. Beresford Square is flat at its eastern end but is steep at its western end. The western end has angled parking down both sides and is two-way (providing access to buildings). The eastern end of

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Beresford Square has a one way eastbound lane that connects with Pitt Street (allowing both left and right turns out of Beresford but no traffic in). This road carries low volumes of through traffic. a. Cycle network Karangahape Road and Pitt Street in the vicinity of Karangahape Station are not part of the existing cycle network. Symonds Street and Mount Eden Road in the vicinity of Newton Station are part of the existing cycle network. There is a shared bus/cycle lane Symonds Street in the southbound direction, north of Khyber Pass Road, while on street cycle facilities are not currently provided on Mount Eden Road. Figure 6.4 below shows the existing cycle network. Figure 6.4 Existing Cycle Network93

Vicinity of Karangahape Station

Vicinity of Newton Station

Auckland Cycle Maps (February 2012) Auckland Transport http://www.aucklandtransport.govt.nz/movingaround/biking-cycleways/MapsAndMore/Pages/AucklandRegionalCycleMaps.aspx

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6.5.3

Land Use

The area around Karangahape Station is currently mixed use with commercial, retail, residential and venues for worship and entertainment. The central fire station and central ambulance station are both located on Pitt Street. Large residential blocks include George Court on the corner of Karangahape Road and Mercury Lane and The Chatham on Pitt Street. In Newton, the ridgeline along Symonds Street is similarly characterised as medium to high density residential and commercial mixed uses. Much of the building stock behind Symonds Street on the slopes of Newton is more light industrial with some commercial units, warehouses and factories. However there are substantial pockets of residential particularly near Basque Park, characterised by large apartment blocks and some original character buildings and houses. 6.5.4

Built Heritage

Within a 100 metre buffer either side of the CRL indicative tunnel centreline there are 18 NZHPT scheduled sites, twelve Auckland Council scheduled sites and many sites of merit, character and interest. Of note, in the sub strata designation footprint are Central Fire Station, St Kevins Arcade and St Benedicts Presbytery. Buildings potentially affected by construction of the CRL are the Beresford Square toilets. Other buildings of note above the CRL designation include George Court, the Mercury Theatre, and the historic area around Symonds street94. 6.5.5

Archaeology

Generally archaeological remains would be expected to be found within 2-3 m of the ground surface. As the tunnelling in this area is deep below this level there is low potential to impact on archaeology for this area except on the sites where the surface construction takes place such at Karangahape and Newton Stations and the shafts associated with these. However the potential for archaeological remains is mostly low. In areas of the Karangahape Station 20th century development and infrastructure are likely to have removed most evidence of pre 1900 occupation. However, In the vicinity of the Newton Station there is good potential for 19th century remains within the designation footprint in an undeveloped property opposite Mt Eden Road where an early villa was once located95. Potential exists for 19th century remains to be uncovered within the surface designation area of Newton station on the undeveloped property opposite Mt Eden road, as this once contained an early villa. 6.5.6

Maori Cultural Values

As stated in section 6.3.7 of this AEE, a CVA is contained in Appendix 6, Volume 2 of the CRL NoR suite of documents. In summary the CVA notes that the historical pa site of Horotiu is recorded to be in the vicinity of the current day Town Hall and that there may be sites associated with this pa site in the surrounding area including where the CRL is proposed. The Karangahape ridge was known as Te Rae-o-Kawharu who was a famous Ngati Whatua chief and was used as a traditional waling track. At the junction of Karangahape Road and Symonds Street is another site of importance to mana whenua. Current day Basque Park (known as Te Uru Karaka) and surrounding area was an important resource for mana whenua.

Built Heritage Assessment Appendix 4: Volume 3 CRL NoR suite of documents

Archaeology Assessment Appendix 3: Volume 3 CRL NoR suite of documents

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Additional comment further to the CVA is provided below. The name Karangahape stems from the name Te karanga a Hape, which could have been the welcoming call of Hape who according to Te Wai o Hua arrived on a stingray prior to the Tainui waka and welcomed his relative to Tamaki. The ridgeline that Karangahape Road now follows was a route used by the pre-European Maori. The area of Newton Station is known by some to have the name Te Uru Karaka after a significant grove of Karaka trees growing in the area in pre-European times. The area is also associated with a spring known as Te Ipu Pakore. 6.5.7

Trees

Vincent Street is primarily an avenue of London Plane with the occasional Queensland Box Gum and Silver Birch. Two native trees, within private property, also overhang the road designation. The CRL designation footprint is entirely subterranean through this section and none of the trees will be affected. Similarly on Pitt Street, from Vincent Street to Karangahape Road, there are scheduled London plane trees located at the top end of Greys Avenue which are outside any proposed designation. The potentially affected trees within this section include a liquidambar and a London plane at the corner of Pitt Street and Beresford Square. Those trees are within the surface works area for the Karangahape Station. On Mercury Lane there is one small planted titoki at the top end, with a second larger titoki at the entrance of the car park near the bottom end of the lane. These are located within the surface designation footprint as are two small street trees in a traffic island where Mercury Lane intersects with Canada Street96. 6.5.8

Air Quality

Surface works associated with the construction of the stations near Karangahape Rd and Newton Rd will be limited to the construction of deep shafts. Therefore, the air quality receiving environment in these locations is restricted to the immediate vicinity of those access shafts. Sensitive receptors within 100m of the construction areas include retail premises, hotels and residential dwellings. Currently there are no schools, pre-schools or residential healthcare facilities within 100m of either of these surface areas associated with the two stations97. 6.5.9

Noise and Vibration

The locations with the lowest night-time noise exposure are at the French CafĂŠ, Symonds Street (Newton Station). This is expected, given this site is located on the fringe of the central city area. Inner central city areas are subject to night-time background noise levels that are higher. Table 6.7 below identifies ten buildings considered to be representative of the existing vibration environment. This was where noise and vibration level surveys were undertaken.

Trees Assessment Appendix 8: Volume 3 CRL NoR suite of documents

Air Quality Assessment Appendix 7: Volume 3 CRL NoR suite of documents

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Table 6.7 Key Sensitive Receivers between Vincent Street and NAL – Noise and Vibration Noise

Sensitive Receiver

Representative of:

Rendezvous Hotel, 71 Mayoral Drive Auckland

Representative of residential/hotel receivers on Vincent Street.

22 Beresford Street

Mercury Theatre

George Courts Apartments

Representative of residential and hotel buildings on Vincent Street.

French Café, 210 Symonds Street

Representative of the upper Symonds Street area new Newton Station. The background noise levels are 41-70dB LA90. The noise levels are high during the day with nighttime noise levels slightly lower. This is more typical of activities associated with commercial operations in the mixed use zone.

Citta Apartments, 184 Symonds Street

Representative of the upper Symonds Street area near Newton Station.

TV3, 3 Flower Street

Vibration sensitive environment housing a TV studio.

10 Flower Street

A residential receiver.

1 Akiraho Street

10 Ruru Street

Vibration

x x

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6.5.10 Contaminated Land The Central Fire Station and central Ambulance Station are located on opposite sides of Pitt Street (near Greys Avenue intersection) together with residential and accommodation buildings, places of worship and commercial/office building which are considered a low contamination risk. However on the corner of Pitt and Vincent Streets there was previously a garage and petrol station. In New North Road there is a vehicle workshop and closer to Mt Eden Station where there used to be rail marshalling yards there is now industrial/commercial units, including a timber yard. These are all Tier two properties98 which have previously been identified and have been remediated and validated as suitable for existing land – use or considered to have a low risk of contamination being present. 6.5.11 Utilities There are four key utilities present in the CRL designation footprint for this area; the 375mm diameter watermain on Pitt Street, the 1950mm diameter stormwater drain in Nikau and Ruru streets, the 1300mm diameter wholesale watermain Nikau and Ruru streets, and the Watercare water reservoir in Newton. These will all require intervention during the construction of the CRL with the Pitt Street watermain being diverted. 6.5.12 Designations Existing designations in this area are: · · · · · ·

6.6

CMJ motorway; Central Police Station; Three Car parks (Beresford Street, Karangahape Road and Symonds Street); Public road network (under both the Auckland Council District Plan: Central Area and Isthmus sections); Watercare’s water reservoir; and Electrical substation.

Existing Environment of CRL Route from NAL to Normanby Road and Dominion Road

Aerial plans (Plan 9, 10, 11, and 12) showing the designation footprint is attached in Appendix 1 to this AEE and can be referred to in reading this existing environment section. 6.6.1

Topography

Comparative to the rest of the CRL topography, the area surrounding the NAL is much flatter. The NAL is in a shallow valley between predominantly low rolling hills. To the east the NAL sits between the Khyber Pass ridgeline in the north and land which rises up towards Mt Eden to the south. In the western direction the topography is generally flat to moderately rolling.

The Contamination technical assessment (Appendix 6: Volume 3 CRL NoR suite of documents) provides an explanation of these as does section 7.11 of this AEE

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6.6.2

Transport Network

Key roads in the vicinity of the CRL in this section include: Mt Eden Road (classified as a district arterial road); Âˇ Normanby Road, (classified as a collector road); and Âˇ Porters Avenue, Fenton Street and Haultain Street (all classified as local roads). Mt Eden and New North Roads carry bus services across the former Auckland City. There are a number of bus stops located on all three roads, in relatively close proximity to the NAL 99. a. Cycle Network Figure 6.5 below shows the existing cycle network Figure 6.5 Existing Cycle Network100

Integrated Transport Assessment Appendix 5: Volume 3 CRL NoR suite of documents

100

Auckland Cycle Maps (February 2012) Auckland Transport http://www.aucklandtransport.govt.nz/movingaround/biking-cycleways/MapsAndMore/Pages/AucklandRegionalCycleMaps.aspx

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6.6.3

Land Use

This area has a number of light industrial and commercial buildings and properties. There are also mixed use buildings providing housing and office space, apartment buildings of four to five story and some original industrial and residential buildings. 6.6.4

Built Heritage

Within a 100 metre buffer either side of the CRL indicative tunnel centreline there are a few sites of merit, character and interest, but no scheduled sites. Of note outside the designation footprint is the buildings located on the northeast corner of Porters Avenue and New North Road, the Seventh Day Adventist Church on Brentwood Avenue, and the Brentwood Avenue residential area character zone. 6.6.5

Archaeology

Archaeological remains would generally be found within 2-3 m of the ground surface. However in this area the sites affected by surface works have little if any potential for archaeological remains. 6.6.6

Maori Cultural Values

A CVA is contained in Appendix 6, Volume 2 of the CRL NoR suite of documents. The CVA discusses Maungawhau and the surrounding area, and notes it as a strong hold area of the original paramount chiefs and progenitors of Waiohua. Mana whenua record Maungawhau as an important wahi tapu, with areas on its slopes being reserved for important ceremonial events. For mana whenua the spiritual significance of Maungawhau is not limited to its summit, but includes its slopes and base, and the basaltic caverns, caves and water springs below ground. Additionally, the surrounding swamps and springs were very important for resources. Te-Ipu-Pakore is located in the vicinity of the CRL eastern connection with the NAL, and is an example of water springs in the areas which are important to mana whenua traditions. 6.6.7

Trees

There are trees located within the area to be used as the main construction site which will require removal. 6.6.8

Air Quality

The entire CRL area lies within the Auckland Metropolitan airshed, which has been gazetted as an airshed under the AQNES, because ambient concentrations of PM10 within this zone occasionally exceed the AQNES threshold concentration of 50 Âľg/m3. The CRL area is also located within the Urban AQMA as defined in the ARP: ALW (Auckland Council 2012). The area between New North Road, Mt Eden Road and the NAL is generally occupied by a range of commercial and light industrial buildings. At present, there are a very limited number of residential buildings (for example, the apartment buildings at 3 Ngahura Street and 6 Porters Avenue). However, the current zoning of the area (Mixed Use) under the District Plan means that there is the potential for further medium density residential activity to develop in this area before construction of the CRL commences (ACC 1999). To the east of Mt Eden Road, aside from Mount Eden Prison on Lauder Road, almost all activities within 100m either side of the NAL (where the eastern arm of the CRL rises to join the NAL) are

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commercial or light industrial. However, as with the area to the west of Mt Eden Road, there is the potential for further residential activity to develop101. Commercial and light industrial activities also occupy the land immediately to the south of the NAL. However, approximately 50m to the south of the NAL there is a marked change in land use from commercial to established residential activities. Specific sensitive receptors within 100m of cut and cover sections of the alignment in this area include Mount Eden Prison on Lauder Road (effectively being a residential activity) and Bear Park Preschool on Akiraho Street. 6.6.9

Noise and Vibration

The results of the noise level surveys for the CRL show a high ambient and background noise environment. The locations with the lowest night-time noise exposure are at Akiraho Street and the French Café, Symonds Street (Newton Station). This is expected, given these sites are located on the fringe of the central city. Inner central areas are subject to night-time background noise levels that are higher. 27 Brentwood Ave is the only property surveyed in this area and is considered to be representative of a residential building in close proximity to the NAL. The noise environment at this site is lower than at other locations due to its distance from local roads. However, the NAL is adjacent to this measurement location and does impact the measured noise levels particularly during the day. Background noise levels of 40-53dB LA90. 6.6.10 Contaminated Land This area has a mix of commercial/industrial properties and some residential. There are a number of industrial based historic land-use activities that have been identified in this area. Of note there is a former ammunition factory located of Normanby Road, and a former sawmill (now with residential units on it) both of which have previously been identified as contaminated land (Tier 2) and have now been remediated and validated as suitable for existing land –use or considered to have a low risk of contamination being present. 6.6.11 Designations Existing designations in this area are: ·

101

Public Road network (including Auckland roads – within the Auckland Council District Plan: Isthmus Section, car parks and passenger transport route); Mt Eden Prison; and

Existing NAL designation.

Air Quality Assessment Appendix 7: Volume 3 CRL NoR suite of documents

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Effects and Mitigation

7.1

Summary

The CRL will result in a number of potential positive effects and benefits for the Auckland region. These positive effects and benefits have been highlighted in section 1.8 of this AEE and are further identified and assessed in the sections below. Potential positive effects from the Project include: ·

Realising the potential of the existing infrastructure and the unlocking of the Auckland rail network through Britomart becoming a through station rather than a terminus station;

Ability for people to better access the city centre area by train through the provision of the stations proposed along the CRL between Britomart and the NAL;

Increases in rail patronage;

Promoting and supporting intensification of land uses around stations, a key proponent of the Auckland Plan and CCMP;

Increasing the resilience of the Auckland rail network;

Assists in providing a sustainable transport system and in reducing greenhouse gases.

The actual and potential adverse effects of the Project will predominantly arise during construction and will be temporary, mainly occurring where surface works are proposed. Once constructed the CRL is largely underground. The employment of a TBM to construct the majority of the 3.4km underground tunnels is a significant method to mitigate a number of effects that would otherwise be generated if other surface construction methods were used. A greater level of effects at the surface on private and public property, and on the road transport network would result from these methods. The surface construction areas are localised and occur where the CRL connects to the rail network at Britomart and the NAL, and the stations (Aotea, Karangahape and Newton) are constructed. The construction of the CRL is anticipated to occur over 5 to 6 years. While construction may take place at a number of areas simultaneously, it is not anticipated that construction over the whole length of the Project will be undertaken at the same time for the full duration. The construction of the different stages and sections of the CRL is similar to the construction of other infrastructure projects in Auckland. The localised nature of the surface works in separate areas along the CRL is also comparable to the construction and effects that would result from new commercial office and residential buildings built in the city centre area. While the construction of an underground passenger rail tunnel may not be common in New Zealand, other significant tunnels have been consented and constructed, including the Vector tunnel in Auckland which runs between Hobson Street in the city centre area to Newmarket and further south, the Victoria Park tunnel, and the Waterview Connection (currently under construction). The adverse effects generated during the construction period can be managed through the methods proposed under the NoR. An EMF102 has been developed as the primary mechanism for managing any adverse effects at the time of construction and operation of the CRL. The development of this framework for the CRL NoR is important in determining the process of how

102

See section 2.2.6 of this AEE and Appendix 1: Volume 3 NoR CRL suite of documents

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these effects will be managed in the future given that the timing of construction has not yet been confirmed. Under the EMF an EMP will be developed as the key management plan. A CEMP will be developed under the EMP, containing the specific measures for managing and mitigating the adverse effects during the construction duration. Another key plan to be implemented under the EMP is the Communications Plan for the project. This plan will provide the methods and mechanisms for communicating, liaising, and consulting with Iwi, directly affected parties, key stakeholder organisations, people affected in proximity, and the wider public. Any specific methods to manage on-going any adverse effects during the operation of the CRL will also be developed under the EMP. Technical assessments103 to support this AEE have been undertaken to assess the actual and potential effects of the project. The technical assessments have identified the key effects and methods to manage and / or avoid, remedy or mitigate the adverse effects. These technical assessments have been considered in the overall assessment of environmental effects for the project. These technical assessments have identified potential adverse effects such as: ·

Road Transport Network: temporary adverse effects on public and private transport, pedestrians and cyclists as a result of the cut and cover / top down construction of the two tunnels along Albert Street (between Customs and Mayoral Drive) and Aotea Station.

Noise: temporary adverse effects in terms of disturbance on people from surface construction works.

Vibration: temporary adverse effects in terms of disturbance on people from construction works.

Built Heritage: the demolition (in order to construct the CRL) of the scheduled historic men’s toilets located under Albert Street (at the end of Durham Street west – note the scheduled Blue Stone Wall remains).

Archaeology: there is potential for archaeological remains to be discovered where surface construction works are occurring within the reclamation area at the north end of the CRL (i.e. between Britomart and the Albert Street / Customs Street intersection). It is unlikely that archaeological remains will be discovered where tunnel boring is proposed due to the depth well below where any remains are anticipated to be found.

Contamination: temporary adverse effects on human health where surface construction works are occurring and the disturbance of contaminated soil is possible from excavations.

Air Quality: temporary adverse effects on human health from dust from excavations during surface construction works, and odour / hazardous air pollutants arising from the disturbance of contaminated soil excavations during surface construction works.

Trees: the removal or relocation of 23 trees or groups of trees (the only ones identified to be within the designation footprint) where surface construction works are proposed. No scheduled trees are located within the designation footprint.

Overall there will be a number of positive long term effects and benefits generated from the CRL. Actual and potential adverse effects have been identified (mostly related to construction). While these are typical of large infrastructure projects undertaken in both Auckland and internationally, it

103

Technical assessment reports are contained in Volume 3 NoR CRL suite of documents

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is acknowledged the effects of construction will be significant. Methods and practices are available (and have successfully been used on other projects) and will be implemented where practicable via conditions on the designation to avoid, remedy or mitigate these adverse effects.

7.2

Introduction

This section of the AEE contains the assessment of actual and potential effects on the environment in relation to those works which will be authorised by the CRL designation. Section 2.2.5 of this AEE has set out the approach undertaken to assessing the effects for the CRL NoR and section 2.2.6 of this AEE has set out the proposed approach AT is adopting to manage adverse effects identified in relation to the CRL NoR. AT proposes conditions on its CRL designation to avoid, remedy or mitigate the adverse effects of the Project as appropriate. AT will provide a proposed draft suite conditions for consideration in due course. The purpose of the designation is to enable the construction, operation and maintenance of the CRL. The designation will provide the authorisation under the District Plan for the CRL notwithstanding anything contrary in the District Plan. As noted in sections 1 and 2 of this AEE, AT is not applying for resource consents under sections 9, 14, and 15 of the RMA as it is appropriate to apply for these resource consents when further site investigations and detailed design have been completed. It is common to apply for resource consents closer to construction occurring when the required investigations and design have been completed. Section 2.3 of this AEE sets out those likely resource consents which will be required in the future (based on current requirements of the Auckland Regional Plans). This assessment of actual and potential effects does not assess those effects that may be generated in relation to these resource consent matters (i.e. land disturbance, air discharges, groundwater diversions and take), nor does it discuss any proposed methods for managing the effects dealt with under these future applications. Additional to the statutory context provided in section 2.2 of this AEE, this assessment of actual and potential effects on the environment in relation to the CRL NoR has also been undertaken in consideration of: ·

Section 3 of the RMA;

The relevant matters included in Form 18 (Resource Management (Forms, Fees, and Procedure) Regulations 2003));

Those works which will be authorised under the CRL designation;

A number of walkovers of the CRL alignment and station locations;

Consideration of the existing environment as set out in section 6 of this AEE and as contained within the technical environmental assessments contained in Volume 3 of the CRL NoR suite of documents;

A review and understanding of the indicative concept design contained in Volume 3 of the CRL NoR suite of documents, which has been developed to determine a prudent footprint and “effects envelope” required for the CRL NoR;

A review and weighing up of the technical environmental assessments contained in Volume 3 of the CRL NoR suite of documents (noise and vibration, contamination, air

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quality, built heritage, archaeology, trees, and the integrated transport assessment), which also support the NoR and this AEE. This section (section 7) of the AEE contains sub sections and tables which identifies actual and potential environmental effects of the Project and describes the methods proposed to manage any adverse effects. The sections and tables are: Section 7.3 - Contains Table 7.3. Table 7.3 provides a summary of the effects and whether there are methods proposed to manage any adverse effects. The table identifies whether the effect is positive or adverse and whether the effect is likely to be temporary or permanent. Sections 7.4 to 7.15 – contain the assessment of effects by topic Sections 7.4 to 7.15 provide the assessment of the effects identified in relation to the works being authorised by the designation. The effects are assessed by topic areas in separate sections and tables. Methods proposed to manage any adverse effects are also provided in each section. Tables within the sections contain: ·

The identified effect and commentary on the assessment undertaken;

Whether the effect is positive or adverse;

Whether the effect is likely to be permanent or temporary;

What the proposed methods are for managing the adverse effects identified;

Whether the effect pertains to all or just particular CRL NoR.

Where applicable, and to assist with reading this assessment, cross reference to other sections of this AEE and / or the technical reports contained in Volume 3 of the CRL NoR documentation is provided. Key plans which will be of assistance in reading Tables 7.4 through to 7.15 are: ·

The Land Requirement Plan Overview Map found in the NoR Overview document, Volume 1 of the CRL NoR suite of documents – this map provides an overview of the areas covered by each CRL NoR;

The Land Requirement Plans attached to each CRL NoR found in Volume 1 of the CRL NoR suite of documents – these land requirement plans show those properties directly affected by the land requirement footprint for every NoR;

The set of aerial plans overlaid with the land requirement footprint found in Appendix 1 to this AEE: Volume 2 of the CRL NoR suite of documents;

The Plans found in the appendices of the 2012 Concept Design Report, Appendix 13: Volume 3 of the CRL NoR suite of documents.

NoR 3 (the protection designation which sits above NoR 2) does not authorise any physical works in relation to the construction, operation and on-going maintenance of the CRL. As such the tables 7.3 to 7.13 and section 7.15 do not assess the actual and potential effects of NoR 3. These are assessed in section 7.14 of this section.

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7.3

Summary Table of Assessment of Effects on the Environment

Table 7.3 below provides a summary of the actual and potential effects assessed in sections 7.4 to 7.13 (Tables 7.4 to 7.13). Note that the use of “All” under the NoR column excludes NoR 3 as no physical works associated with the CRL are being authorised under that designation, and the specific effects relating to NoR 3 is provided in section 7.14 of this AEE.

Temporary Effect

Permanent Effect

Adverse Effect

Summary of Actual and Potential Effect Identified

Positive Effect

Table 7.3 Summary of Assessment of Effects on the Environment

NoR

Are methods to manage adverse effects proposed?

Rail Network Effects (RNE) RNE 1

Current capacity constraints at Britomart are removed

All

N/A

RNE 2

Increases in rail patronage

All

N/A

RNE 3

Provides an extension to the Auckland rail network to and from the city centre area

All

N/A

RNE 4

Increases the resilience of the Auckland rail network

All

N/A

RNE 5

Enables the Auckland city centre area to be within a 10 minute walk of a rail station

All

N/A

RNE 6

Assists in providing a sustainable transport system and in reducing greenhouse gases

All

N/A

RNE 7

Disruption to trains services to / from Britomart during the connection of the CRL tracks into Britomart station

Yes

RNE 8

Disruption to access into Britomart Transport Centre during the construction of connecting the CRL

Yes

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RNE 9

Disruption to trains services using the NAL during connection of the CRL tracks

Yes

RNE 10

Loss of pedestrian access to Mt Eden train station from the west

Yes

RNE 11

Reduction in pedestrian access to Mt Eden train station from the east while Mt Eden Bridge is being replaced

Yes

N/A

Adverse Effect

NoR

Summary of Actual and Potential Effect Identified

Positive Effect

Temporary Effect

Permanent Effect

Are methods to manage adverse effects proposed?

Road Transport and Connectivity Effects (RTE) RTE 1

Increased use of public transport

All

RTE 2

Reduction in the growth of congestion on the roads in the city centre area

All

RTE 3

Grade separation of existing level road crossings over rail at Normanby Road and Porters Avenue – positive effects

RTE 4

Grade separation of existing level road crossings over rail at Normanby Road and Porters Avenue – adverse effects

RTE 5

Accommodation of additional pedestrian movements into street network by stations

1, 4, 5

Yes

RTE 6

Closure of Beresford Street to through vehicles

Yes

RTE 7

General Effects - Temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience to emergency vehicles, on public bus operators, couriers and delivery vehicles, private coaches, private vehicle traffic, pedestrians, cyclists

1, 4, 5, 6

Yes

RTE 8

Britomart to Aotea Station - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience

Yes

N/A N/A Yes

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RTE 9

Britomart to Aotea Station - Restrictions in access to properties and businesses due to construction works in the road areas

Yes

RTE 10

Britomart and at Aotea Station - Construction Vehicle movements to and from the localised construction site area

Yes

RTE 11

Karangahape Station - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience

Yes

RTE 12

Karangahape Station - Construction Vehicle movements to and from the localised construction site area

RTE 13

Newton Station - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience

Yes

RTE 14

Main construction site area - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience

Yes

RTE 15

Replacement of Mt Eden Road bridge and the grade separation of Normanby Road - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience

Yes

RTE 16

The grade separation of Porters Avenue - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience

Yes

Adverse Effect

NoR

Summary of Actual and Potential Effect Identified

Positive Effect

Temporary Effect

Permanent Effect

Are methods to manage adverse effects proposed?

Yes

Noise Effects (NE) NE 1

Noise in excess of Project noise criteria along Albert Street and of Aotea Station

Yes

NE 2

Noise in excess of Project noise criteria at Karangahape and Newton Stations

4, 5

Yes

NE 3

Noise effects associated with the activities and construction at the main construction site and where the CRL connects to the NAL

Yes

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NE 4

Noise effects associated with construction works occurring on land adjacent to the NAL designation

Yes

NE 5

Building Demolition work, particularly in the area to contain the main construction site and the connection of the CRL to the NAL

1, 4, 5, 6

NE 6

Noise from Ventilation Stacks

1, 4, 5

Yes

NE 7

Operational train noise on land adjacent the existing NAL designation

NE 8

Removal of audible train warning signals from three level rail crossings

Adverse Effect

NoR

Summary of Actual and Potential Effect Identified

Positive Effect

Temporary Effect

Permanent Effect

Are methods to manage adverse effects proposed?

Vibration Effects (VE) VE 1

Superficial building damage (i.e. cracking to plaster / paintwork and lengthening of existing cracks) to a number of buildings located along the CRL route

1, 2,4, 5, 6

Yes

VE 2

Perceptible vibration during construction of the CRL which creates disturbance (annoyance, sleep disturbance, complaints) to occupiers of buildings in the vicinity

1, 2,4, 5, 6

Yes

VE 3

Potential structural damage to the Aotea Theatre complex from the construction of the CRL

1, 2

Yes

VE 4

The construction of the second entry shaft at Newton Station may result in disturbance to occupiers of the building housing Roundhead Studios and may result in potential structural damage to the building

Yes

VE 5

Sub-strata tunnelling construction is to occur below TV 3 studios in Newton. The approximate distance between the construction works and TV 3 above is 15m. This construction work will create vibration effects on TV 3

Yes

VE 6

Building damage caused by vibration as a result of the operation of the CRL is unlikely if there is compliance with the FTA criteria

1, 2,4, 5, 6

Yes

VE 7

Reradiated noise received as a result of the operation of the CRL resulting in perceptible vibration which creates disturbance (annoyance, sleep disturbance, complaints) to occupiers of buildings in

1, 2, 5, 6

Yes

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1, 4, 5, 6

N/A

Temporary Effect

NoR

Permanent Effect

Adverse Effect

Positive Effect

Summary of Actual and Potential Effect Identified

Are methods to manage adverse effects proposed?

the vicinity Built Heritage Effects (BHE) BHE 1

Regeneration activities following the completion of construction of the CRL which provide an opportunity to enhance areas with sensitive developments which recognise the existing heritage character

BHE 2

The removal of the Albert Street scheduled toilets located at the western end of Durham Street west resulting in a loss of heritage associated with early central Auckland

Yes

BHE 3

The removal of the toilet building (currently used by the Supper Club) in Beresford Square resulting in a loss of heritage associated with early central Auckland

Yes

BHE 4

The construction of the tunnels via cut and cover between Britomart and Aotea station, the construction of Aotea Station via top down / cut and cover, and the construction of the two shafts by mining / cut and cover techniques at both Karangahape and Newton Stations has the potential to induce surface, sub-surface and lateral ground movement resulting in effects on the foundations of identified built heritage buildings and structures

1, 4, 5

Yes

BHE 5

The possible removal of buildings (known as the ‘Griffiths building’ on the southeast corner of Albert and Wellesley Streets, and the group of buildings on the northwest corner of Albert and Victoria Streets known as ‘Martha’s Corner’) if adaptive reuse is not practicable, not formally scheduled but recognised to have historic merit

Yes

BHE 6

Potential physical damage to built heritage buildings and structures located in close proximity to surface construction works

1, 4, 5, 6

Yes

Archaeology Effects (AE) AE 1

Potential to impact on sub-surface archaeological remains in the cut and cover section between Britomart and (including) Aotea Station

Yes

AE 2

Potential for archaeological remains within the surface works areas associated with constructing the entry shafts for Karangahape and Newton Stations

4, 5

Yes

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Potential for archaeological remains being found within the surface works area associated with the NAL connection area and the main construction site area

Permanent Effect

Adverse Effect ·

Temporary Effect

AE 3

Positive Effect

Summary of Actual and Potential Effect Identified

NoR

Are methods to manage adverse effects proposed?

Yes

Effects on Maori Values (MV) MV 1 + 2

The construction and operation of the two tunnels between Britomart and Aotea Station go through / adjacent two Maori Heritage sites

Yes

MVA 3

The movement of the rock art known as ‘Te Ahi Ka Roa’ currently located within QE2S

Yes

MVA 4

Earthworks associated with the construction of Newton Station on the high point of Te Uru Karaka raises concerns for mana whenua

Yes

MVA 5

Cumulative effects resulting from layers of development occurring over time which has resulted in the historic destruction of many sites of value to Maori and the undermining of the mauri of those sites

1,2,4,5,6

MV 6

Incorporation of Maori Values into the future design of the stations and station precincts providing the ability for Iwi to incorporate appropriate design measures which reflect their values and culture, past and present

1, 4, 5

Yes

1, 4, 6

Contamination Effects (CE) CE 1

Removal of contaminated material containing leachable contaminants will potentially reduce concentrations of contaminants in groundwater

CE 2

Disturbance of Contaminated land between Britomart and Aotea Station

Yes

CE 3

Disturbance of Contaminated land within Road Reserve

1, 4, 6

Yes

CE 4

Disturbance of Contaminated land within the NAL connection area

Yes

1, 4, 5, 6

Yes

Air Quality Effects(AQE) AQE 1

Effects on human health, plant life and general nuisance to people as a result of the discharge of dust from surface construction works

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Excavations through the road sub-base which may disturb contaminated material historically used as fill material, creating the release of hazardous dust and pollutants into the air, which could have impacts on human health and plant life, and create a general nuisance to people

Permanent Effect

Adverse Effect ·

Temporary Effect

AQE 2

Positive Effect

Summary of Actual and Potential Effect Identified

NoR

Are methods to manage adverse effects proposed?

1, 4, 6

Yes

Tree Effects (TE) TE 1

Loss of trees / vegetation (Britomart to Aotea Station)

Yes

TE 2

Loss of trees / vegetation (Karangahape and Newton Stations)

4, 5

Yes

TE 3

The potential severance of tree routes or damage to tree branches during construction works

1, 4, 5

Yes

Effects from loss of Property – see section 7.14 as these effects are not assessed in a tabular form Social Impact effects – see section 7.15 as these effects are not assessed in a tabular form

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7.4

Rail Network Effects

The actual and potential effects grouped under the topic Rail Network effects are positive and adverse, temporary and permanent. A number of the positive benefits and effects anticipated from the construction and operation of the CRL are Rail Network effects. Note that the use of “All” under the NoR column excludes NoR 3 as no physical works associated with the CRL are being authorised under that designation, and the specific effects relating to NoR 3 is provided in section 7.14 of this AEE.

RN 1

Current capacity constraints at Britomart are removed through making Britomart a ‘through’ rail station (rather than a terminus station):

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.4 Rail Network Effects

Cross References

Methods to

(as applicable)

Manage Adverse Effects

§ ITA Appendix 5, Volume 3

§ Not applicable: positive effect

§ Allowing trains to travel in both directions through the station removing the current need to undertake a reverse service. § Removing the need for trains travelling to and from the west to go via Newmarket and ‘turn around’ before heading to Britomart via the Parnell tunnel.

All

§ Increasing future rail service frequencies on the Auckland rail network. § Maximising public transport rail patronage. § Enhancing rail travel efficiency and rail trip reliability. § Decreasing trip travel time to and from Britomart to stations along the NAL (particularly, with travel time benefits to destinations on the North Island Main

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References

Methods to

(as applicable)

Manage Adverse Effects

Trunk Rail Line). § Enabling additional future rail services to be added to the Auckland rail network (i.e. to the airport and the North Shore by providing additional capacity and operational flexibility (i.e. in how trains are operated around the network). RN 2

Increases in rail patronage: § The APT model indicates that there will be an increase in rail patronage on the Auckland rail network to around 18,000 public transport trips during the morning 2 hour peak period in 2041. § The APT model predicts an increase in 10,000 public transport trips into the city centre area in 2041 in this 2 hour peak period.

All

§ ITA Appendix 5, Volume 3

§ Not applicable: positive effect

§ ITA Appendix 5, Volume 3

§ Not applicable: positive effect

§ The APT model predicts a rail patronage increase of 11,000 persons per day in 2041 (without the CRL) to 23,800 persons per day (with the CRL) – an increase of 12,800 persons per day RN 3

Provides an extension to the Auckland rail network to and from the city centre area: § Extending the RTN level of service through the city centre area (an RTN network offers the most frequent and reliable service as it is generally on its own right of way).

All

§ Offering a service to the midtown area of the inner city centre, increasing modal choices and capacity and reducing dependence on private single

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References

Methods to

(as applicable)

Manage Adverse Effects

occupancy vehicles – this is consistent with the RLTS and the Auckland Plan in terms of increasing public transport mode share for trips entering the city centre area. § Decreasing travel time between Britomart and stations along the NAL (particularly, with travel time benefits to destinations on the North Island Main Trunk Line). § Reducing the need to change modes at Britomart to travel to the inner / midtown city centre area. § Dispersing rail passengers around the city centre area as opposed to just being accommodated at Britomart, including the projected increases in rail patronage in coming years. § Supporting employment growth in this area (identified under the Auckland Plan – where the city centre area is identified as the key business / commercial area for the Auckland region). § Offering modal choice which will assist in reducing travel times to and through the city centre area. RN 4

Increases the resilience of the Auckland rail network: § Provides the ability for trains to be re-routed via the CRL to access the city centre area and stations should the Newmarket and / or eastern line into Britomart be closed due to incidents and / or other network issues.

§ Not applicable: positive effect

All

§ Trains from the east and west can continue to

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References

Methods to

(as applicable)

Manage Adverse Effects

operate through Britomart should the Quay junction to Newmarket or further south to Penrose be closed due to incidents and / or other network issues. RN 5

Enables more of the Auckland city centre area to be within a 10 minute walk of a rail station:

§ ITA Appendix 5, Volume 3

§ Not applicable: positive effect

§ EMF Appendix 1, Volume 3

§ Not applicable: positive effect

§ Supporting employment growth in this area (identified under the Auckland Plan – where the city centre area is expected to be the focus of national and international business, tourism, education, cultural and civic activities for the Auckland region). § Supporting employment and residential growth around stations (identified under the Auckland Plan that a significant proportion of Auckland’s future population is expected to be living within the city centre area or commuting to it).

All

§ The city centre area between Wellesley Street in the north, Grafton Gully, CMJ and northern motorway is excluded from the (reasonable and expected) walking catchment areas (400m – 5 minutes and 800m – 10 minutes) around Britomart and Parnell (currently under construction). It is also noted that the area around Victoria and Wellesley Streets is located at the southern extreme of the catchment area for Britomart. The CRL addresses this issue. RN 6

Assists in providing a sustainable transport system and in reducing greenhouse gases: § As electric trains are proposed to run on the CRL

All

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References

Methods to

(as applicable)

Manage Adverse Effects

which produce less emissions and waste than diesel engines. § The CRL integrates with the existing Auckland rail network and does not require any specialised trains (‘rolling stock’). § Accommodating plant and equipment in central areas to assist in keeping station sizes smaller and centralised. § Creates opportunities for interchanges with buses at surface levels. § Better penetration to city centre area promotes a more integrated multi-modal transport system. Disruption to train services to / from Britomart during the connection of the CRL tracks into Britomart station:

§ CDR Appendix 13, Volume 3

§ Connection of the CRL tracks to the existing tracks within Britomart will cause disruption to the operation of the trains within this area. RN 7

§ Disruption or stopping of services and access to Britomart Station may impact travel times, trip reliability and general ability to use rail as a passenger transport option.

§ Temporary operational changes to avoid or minimise disruption of services. For instance, where disruptions to trains services are required works may be scheduled to occur outside peak travel times (e.g. overnight, Sundays) or trains may use the eastern end of the platforms (near the east station access). § Much of the time disruption to all five tracks within Britomart can be reduced as only two of these tracks will connect to the CRL tracks. § Include measures in the Communications Plan for the construction period which requires advertising and signage to direct

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References

Methods to

(as applicable)

Manage Adverse Effects

passengers to access points. Disruption to access into Britomart Transport Centre during the construction of connecting the CRL:

§ CDR Appendix 13, Volume 3

§ The ground floor of the Central Post Office Building will be likely be unavailable for some periods to use to access the western end of the railway platforms and tracks below . RN 8

§ Associated works in Queen Street, Galway Street, Tyler Street and QE2S will cause disruption to the access into the main entrance of Britomart via the ground floor of the Central Post Office Building.

§ Temporary operational changes to avoid or minimise conflict between passengers and construction. For instance, as the connection occurs at the western end of Britomart rail station and the platforms in Britomart are of a length which allows the trains to stop prior to the western end outside the required construction area. § Britomart has an eastern entrance which allows passengers to directly access that end of the station platforms without using the ground floor of the Central Post Office building. § Include measures in the Communications Plan for the construction period which requires advertising and signage to direct passengers to access points.

Disruption to trains services using the NAL during connection of the CRL tracks:

RN 9

§ construction of the CRL tracks and their supporting / retaining structures as they come out of the underground tunnel portals will cause disruption to the operation of the NAL § to connect the CRL tracks the NAL tracks need to be realigned which will also cause disruption to the operation of the NAL

§ CDR Appendix 13, Volume 3 6

§ As stated in section 2.2.5 of this AEE, works required to be undertaken within the existing NAL designation will be done in conjunction with KiwiRail. Those works required within land covered by the CRL designation adjacent the NAL will also be done in conjunction with KiwiRail given that the works in both areas connect, and because of the proximity to the working

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§ In order to undertaken the works described above there will be temporary closures of the NAL resulting in a minor disruption to freight trains and rail passengers, the later may require replacement bus services to be used

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References

Methods to

(as applicable)

Manage Adverse Effects

railway. § Temporary realignment of NAL to enable it to remain operating with dual lines during construction (including continued use of main pedestrian access to Mt Eden Station via Mt Eden Road). § Temporary operational changes may include: §

The realignment of the NAL tracks outside peak times (e.g. overnight, Sundays and other ‘block of lines” times, particularly over the Christmas and other holiday periods).

“Block off lines” over the Christmas and other holiday periods is common for construction and maintenance works on the NAL (and the wider rail network) when rail services are restricted and replacement bus services run.

Manage service disruptions outside “block off lines” periods to occur outside peak travel times (e.g. overnight, Sundays).

§ Include measures in the Communications Plan around communicating with passengers the timing and duration of the

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References

Methods to

(as applicable)

Manage Adverse Effects

works and any likely delays. Loss of pedestrian access to Mt Eden train station (from the western end):

RN 10

§ the current pedestrian level crossing providing access to Mt Eden rail station from Ngahura Street will be closed and removed during construction works to build structures to support the CRL tracks and to connect them to the NAL tracks § this results in the need for passengers who use this entrance to use the alternate entrance, which may be a greater distance

§ CDR Appendix 13, Volume 3

§ Include measures in the Communications Plan for the construction period which requires advertising and signage to direct passengers to this access point.

§ As part of the construction works a grade separated pedestrian bridge is proposed to be reinstated in this area providing access from both Ngahura and Fenton Streets.

§ alternatively people may choose a different transport mode during the time that the construction is underway Reduction in pedestrian access to Mt Eden train station from the east while Mt Eden Bridge is being replaced:

RN11

§ The main entrance to Mt Eden rail station is from the Mt Eden Road Bridge, which is required to be replaced, and thus the entrance will be in the middle of construction works. § This will result in a reduction in the amenity of the area, health and safety risks for people from being near the construction works, and uncertainty and unfamiliarity with any temporary changes to the approach to the entrance.

§ Where practical and safe, the access to Mt Eden rail station from Mt Eden Road will remain open and operating during construction works associated with the CRL.

§ CDR Appendix 13, Volume 3

§ Where practical and safe temporary pedestrian access to the Mt Eden Rail Station will be provided from Mt Eden Road Bridge during the replacement of this bridge. § Include measures in the Communications Plan for the construction period which requires advertising and signage to direct pedestrians to the entrance

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7.5

Road Transport and Connectivity Effects

An Integrated Transport Assessment104 has been prepared by Flow Transportation Specialists to support the CRL NoR. This has assessed the actual and potential road transport effects, both positive and adverse, and identifies those that are permanent (likely to continue during operation) and temporary (generally will occur during the construction period). Overall the road transport effects are considered to be: ·

Positive – all permanent effects;

Adverse – predominantly temporary effects which will occur only during the construction phase of the CRL.

Positive road transport effects anticipated from the addition of the CRL include (but are not limited to): ·

Increase use of public transport;

Decrease in road congestion;

Removal of at grade level rail crossings (both for vehicles and pedestrians / cyclists) at Normanby Road, Porters Avenue and Ngahura Street (the latter of which is only an at grade level pedestrian / cyclist crossing).

The identified adverse temporary effects all relate to the management of the existing road transport network during the construction of the CRL. The extent of these effects will be the greatest where excavation works from the surface are proposed within road reserve being:

104

The construction of the two tunnels between Britomart and Aotea Station (affecting Queen Street between Customs and Quay Streets; Albert Street between Customs Street and Mayoral Drive; and the intersections of Albert Street with Customs Street, Mills Lane, Wolfe Street, Swanson Street, Kingston Street, Durham Street West, Victoria and Wellesley Street);

The construction of Aotea Station (affecting Albert Street, Victoria Street, Wellesley Street); and

The construction of Karangahape Station (affecting Beresford Square and Beresford Street and Pitt Street).

Appendix 5: Volume 3 CRL NoR suite of documents

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Adverse effects on the road transport network will occur elsewhere but these will be of a lesser extent than those excavation works occurring within the road reserve. These effects will be predominantly from construction traffic using the road transport network to access the construction areas located outside the road reserve. Areas where excavation works are occurring outside the road reserve area include: ·

The construction of Newton Station;

The construction of the connection of the CRL to NAL.

The key adverse temporary effects are considered to be disruptions or inconvenience to emergency service vehicles, bus operators and users (public and private), private vehicles, couriers and delivery vehicles, freight vehicles, cyclists and pedestrians caused by: ·

Temporary road closures and / or a reduction in road lanes resulting in a reduction in road network capacity;

Restrictions in access to private properties and businesses as a result of construction works occurring within the road reserve;

The movement of construction vehicles to and from construction site areas along the length of the CRL.

The adverse road transport effects generated from the CRL Project can be managed and mitigated. The primary management and mitigation of these effects is via the EMF and the implementation of the EMP and CEMP. The effects and the methods to manage them are further detailed in Table 7.5 below. Note that the use of “All” under the NoR column excludes NoR 3 as no physical works associated with the CRL are being authorised under that designation, and the specific effects relating to NoR 3 is provided in section 7.14 of this AEE.

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RTE 1

Increased use of public transport: § increase in rail patronage (assisted by increases in reliability and frequency) will result in decreased congestion in the local and wider road network for those who continue to use roads

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.5 Road Transport Effects

Cross References

§ ITA Appendix 5, Volume 3

All

Methods to Manage Adverse Effects

(as applicable)

§ Not applicable: positive effect

§ will assist in more people making a choice to use rail or public buses RTE 2

Reduction in the growth of congestion on the roads in the city centre area: § increased modal choice along with an increase in rail service reliability and frequency is anticipated to move people from private vehicles to using the train, thus assisting to decrease congestion on city centre roads

RTE 3

§ Not applicable: positive effect

All

Grade separation of existing level road crossings over rail at Normanby Road and Porters Avenue resulting in the following: §

positive effects: § Create road network benefits for cars, pedestrians, cyclists.

Not applicable: positive effect

§ Improved safety and mobility for rail, and vehicles, pedestrians and cyclists across the rail corridor.

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RTE 4

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Grade separation of existing level road crossings over rail at Normanby Road and Porters Avenue resulting in the following:

Cross References (as applicable)

§ ITA Appendix 5, Volume 3 § 2012 CDR Appendix 13, Volume 3

§ Adverse effects:

§ Clear signage of the changes at Normanby Road, Boston Road, Nugent Street, Fenton Street. § Advertising campaign by AT following completion of the works detailing the changes and the new grade separated roads.

§ Changes to intersection layouts – Normanby Road with Boston Road and Nugent Street; and Fenton and Haultain Streets with Porters Avenue. § Changes to property access as a result of the grade separation structures at Normanby Road, Boston Road, Nugent Street, Fenton Street, Haultain Street, and Porters Avenue.

Methods to Manage Adverse Effects

§ The realigned road will be designed to meet AT standards.

§ Confusion and unfamiliarity regarding altered road network until familiarity is obtained (Fenton and Haultain Streets are primarily used by local traffic familiar with the area and therefore it is anticipated that familiarity with the changes will occur more quickly than in the Normanby Road area as these roads are arterial and collector roads with a wider spectrum of users).

§ Health and safety risks caused by driver confusion. RTE 5

Accommodation of additional pedestrian movements into street network by stations.

1 4 5

· ·

§ ITA Appendix 5, Volume 3

§ Implementation of the principles set out in the UDF will enable future stages of design to incorporate appropriate design mechanisms and treatment of the public

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

spaces to reduce any adverse effects. § At Aotea the ability to accommodate a number of station entrances in separate locations which will disperse pedestrians. § Footpath improvements along Albert Street, particularly the eastern side by Aotea Station. § Provision of service access for Crowne Plaza on Albert Street. § Ability to provide if required a Barnes dance (diagonal) crossing for pedestrians at the intersection of Albert Street and Victoria Street. § Ability to construct a mid block crossing on Pitt Street near the station entry. § Ability to increase pedestrian crossing time at the Karangahape Road/Pitt Street intersection. § Ability to widen footpath on Pitt Street between Karangahape Road and Beresford Street. § Ability to provide for an additional pedestrian crossing at the Symonds Street/Mount Eden Road/New North Road intersection. § Ability to remove free left turn for traffic from Symonds Street to Khyber Pass Road

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

and construction of signalised pedestrian crossing. RTE 6

Closure of Beresford Street to through vehicles resulting in:

§ ITA Appendix 5, Volume 3

§ Prevention of through traffic between Beresford Street and Pitt Street (currently this in one way, Beresford Street into Pitt Street, with the ability to turn either left or right onto Pitt Street).

§ The principles developed under the UDF will provide the basis for reinstating, including the pedestrian connections and amenity.

§ The main entrance for Karangahape Station will be located in Beresford Square and the closing of this piece of road will increase safety for pedestrians as they enter and leave the station from the north. § This piece of road is not a significant road in the local road network in terms of carrying capacity. § Vehicle access for all properties can continue to be served by the entry / exit onto Hopetoun Street.

· · ·

§ This closure of this piece of road will unlikely have any impact on the operation of emergency vehicles exiting and entering the Central Fire Station and St Johns Ambulance depot on Pitt Street. § Safety in this area for vehicles will be increased by the removal of this piece of road – vehicles currently turning right out onto Pitt Street are required to cross at two lanes of oncoming traffic and merge into one of three same directional lanes, all in close proximity to the Pitt Street intersection with

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

Karangahape Road. § The ITA states that effects of the full closure of this part of Beresford Street will have negligible effects. RTE 7

§ ITA Appendix 5, Volume 3

§ Construction works are temporary and will not be occurring at all surface locations at the same time, reducing the overall impact on bus operations across the city centre area.

§ Reduction in vehicle mobility (i.e. ability to move easily around the road network). § Increased congestion. § Reduction in on street parking. § Requirement to use alternate and potentially longer traffic routes to reach destination. § Uncertainty in trip reliability. § Confusion and unfamiliarity regarding altered road network (temporary diversions). § Longer routes to walk/cycle due to closures or diversions. § Confusion and unfamiliarity regarding pedestrian routes and crossings. § Confusion over altered bus / coach stops and pedestrian routes to access these. § Reduction in the amenity of bus / coach waiting areas as a result of adjacent construction works.

§ The ability to stage construction where it occurs on public roads.

§ AT may undertake the following to encourage public transport use:

1 4 5 6

§ Advertising campaigns to assist in minimising single occupant vehicle trips. § Managing parking including the amount of early bird parking at Auckland Transport car parks. § The inclusion of appropriate measures in the CEMP and the Communications Plan which cover: § Setting up traffic diversions where practical and available. § How works can be undertaken in a staged approach so that at least one lane of traffic is maintained at all times. § Liaison to be undertaken with bus

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

§ Health and safety risks caused by driver confusion.

Methods to Manage Adverse Effects

operators to confirm practical options and solutions for re-routing bus services during the construction period at each location.

§ Health and safety risks for pedestrians and cyclists of being near construction sites and congested intersections.

§ Changing traffic signal phasing and operation to accommodate changed travel patterns.

§ Temporary removal of the Britomart Bus transport centre on Lower Queen Street. § Changes to bus stop locations, routes and service times – particularly on Albert Street between Britomart and Aotea Station, Pitt Street, Symonds Street, and New North Road.

§ On-going communication with emergency services. § How private coach access can be maintained during construction via left in left out movements to the Quay West Suites and the Stamford Plaza on Albert Street.

§ Confusion and unfamiliarity regarding altered bus stops and bus routes / services as well as construction works contributing to an undesirable environment in which to wait for buses.

§ Liaison with private coach operators to confirm practical options and solutions for re-routing their coach services during the construction period at each location. RTE 8

Britomart to Aotea Station - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience to the parties listed above under ‘general effects’: § The cut and cover construction works on Queen Street, QE2S, and Albert Street will impact on the transport network. § Britomart to Albert Street works will affect public

§ ITA Appendix 5, Volume 3

§ 2012 CDR Appendix 13, Volume 3

§ The CEMP for this area will include measures to: § maintain the accessibility to this area as a priority for: public transport (buses), emergency services, access to properties, pedestrians, courier and delivery vehicles. § relocating of any public bus routes

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bus stops, particularly the bus interchange at Britomart and the alternate use of Customs and Quay Streets for bus stops and bus routes (the ITA details that it would be difficult to maintain timely bus operations if both of these streets were closed at the same time during construction of the CRL). § During construction works temporary restrictions and road closures will be needed and some road lanes will be reduced while construction progresses in a staged manner. There will be more than minor effects if the east / west vehicle links (Customs, Victoria, Wellesley Streets) are compromised by a deduction in capacity particularly as it is anticipated that by 2016 Wellesley Street will be a more prominent public bus corridor.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

and bus stops to a location that is as close as possible to their current bus stop location (at the time just prior to construction starting). § provide the areas where bus turnaround and layovers will be relocated to if these are required to move at the time of construction. § identify the method for maintaining access for buses along Customs and Quay Street (including the identification of any dedicated road spaces to be used during the construction period by buses).

§ Construction works along Albert Street are anticipated to occur over 2-3 years, although with the staged approach all of Albert Street will not be subject to construction works at the same time.

§ maintain vehicle access through the Albert Street / Customs Street intersection at all times during the construction of the two tunnels below.

§ The effect on private vehicle movements will experience delays in traffic journeys from the reduction of Albert Street down to one lane which needs to be shared with buses (from the existing dedicated bus lane and open vehicle lane).

§ to not reduce the capacity of the east / west vehicle links (Customs, Victoria, Wellesley Streets) at the same time as a result of the construction works occurring along Albert Street.

§ The ability for vehicles to turn right across Albert Street while construction works are occurring will be restricted. This will have the most impact on the ability to turn into and out of Wyndham and

§ identify which taxi stands existing at the time of construction need to be relocated and the location they will be relocated to.

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Swanson Streets, reducing access to these streets from Albert Street and resulting in traffic diversions and longer vehicle trips. ยง The pedestrian crossing located outside the Crowne Plaza in Albert Street will be removed as part of the construction works and people will be redirected to use alternate crossing points at Albert / Wellesley and Albert / Victoria Streets. ยง Construction work to support the Central Post Office Building (Britomart) is required to be undertaken from Tyler and Galway Streets which will result in reduced functionality of these Streets. These streets are currently only able to be used by buses and taxis. It is likely that these Streets in the block adjacent to Britomart will need to be partially closed during these construction works and buses and taxis redirected or relocated. ยง The closure of Streets and particularly Customs and Quay at the same time, or Tyler and Galway Streets at the same time will generate delays to bus services and will reduce the attractiveness of buses for commuters, leading to additional vehicle trips into the city centre and a corresponding increase in congestion on the roads at this time. ยง Construction works across Queen Street and QE2S to connect the CRL tracks to Britomart will require the temporary closure / reduction in road lanes through this area, and additionally, pedestrian access

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

ยง allow for the use of Albert Street as a heavy haul / over dimensioned route during the construction period and / or whether Symonds Street as the alternative can accommodate any heavy haul / over dimensioned requirements during this time. ยง Setting up traffic diversions where practical and available. ยง alter the phasing of signalised intersections to assist with maintaining traffic movements. ยง maintain a pedestrian walkway through the QE2S / Lower Queen Street area at all times during the construction period to allow for access from Queen Street / Customs Street to Quay Street, the ferryโ s and the waterfront. ยง provide for alternate cycle routes away from the Albert Street construction works (i.e. redirection of cyclists along Federal or Queen Streets). ยง Works will be undertaken in a staged approach so that at least one lane of traffic is maintained at all times. ยง When undertaking work to support the

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

through the area will be restricted

Central Post Office there is the ability to maintain either Tyler or Galway Streets being operational at all times , thus maintaining the ability for some bus stops to be retained and for buses to still circulate in this area.

§ The pedestrian underpass between Britomart and QE2S under Lower Queen Street will be removed as part of constructing the two tunnels and service areas below, severing this link until it can be reinstated.

§ The pedestrian underpass under Lower Queen Street will be reinstated as part of the construction works.

§ There are a number of courier and delivery vehicle movements accessing this area daily supporting businesses and there will be disruptions to these services as a result of any temporary road closures / reduction in road lanes.

§ The implementation of the principles outlined in the UDF for the CRL will ensure that the road and other public areas are reinstated and enhanced in terms of the road, pedestrian and cycle environment.

§ Albert Street is a listed over dimensioned and heavy haul route for the city centre area. The other such route in the city centre area is Symonds Street. Symonds Street will be unaffected by the CRL works. The CRL construction works occurring on Albert Street will have an impact on the ability to use this route as a heavy haul / over dimensioned route due to either temporary closures and / or a reduction in the road lanes available for use by vehicles.

RTE 9

Britomart to Aotea Station - Restrictions in access to properties and businesses due to construction works in

Methods to Manage Adverse Effects

§ Include measures in the Communications Plan for the construction period which addresses the points above, including for this area communication protocols and advertising around alternate routes, promotion of minimising single occupancy vehicles travelling into this area, encouragement of greater use of public transport, and notifying and liaising with parties who may require the use of Albert Street as a heavy haul / over dimensioned route. 1

§ ITA Appendix 5, Volume 3

§ Properties where access cannot be maintained have been included within the

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the road areas: § Table 8 and Table 9 of the ITA set out the properties which have vehicle access onto Albert Street. Access to these properties can be maintained during the construction period, albeit there will be temporary access restrictions and closures. Properties identified include: § Quay West Suites(including basement car parking areas) – access can be maintained in a left in left out arrangement on both Albert (pick up / drop off area) and via Mills Lane / Swanson Street

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

designation footprint. § Implementation of the CEMP for road closure management. § Include measures in the Communications Plan for the construction period around liaison with landowners and occupiers regarding temporary access restrictions or limitations to property access.

§ The Stamford Plaza – access to the Albert Street entrance area can be maintained in a left in left out arrangement; access to the basement level car parking and service area for the Stamford Plaza can be maintained via Mills Lane / Swanson Street (left in and left out) § The Wilson car parking building (38 Albert Street) – access can be maintained in a left in left out arrangement § Small scale car parking building (57 Albert Street) – access can be maintained in a left in left out arrangement § The APN mailroom / yard (58 Albert Street) – access can be maintained in a left in left out arrangement; access to the basement car parking area can be maintained via existing

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

§ Basement area of the Albert Plaza Building (87 Albert Street) (plus several other minor access ways) – access can be maintained in a left in left out arrangement § Tournament car parking – lower level access can be maintained but the upper level egress directly onto Albert Street needs to be closed during the construction of the CRL works in this area § Durham Street West Wilson car parking building – access can be maintained via Durham Street § Access to other buildings / basement car parking areas off Mills Lane / Swanson Street / Durham Street West can be maintained (BNZ, IAG, Westpac, City Life Hotel, Best Western buildings) § Wolfe Street entry / egress for several minor goods vehicle accesses – access can be maintained in a left out arrangement onto Albert Street § Kingston Street entry / egress for several minor goods vehicle accesses – access can be maintained in a left out arrangement onto Albert Street § Access to properties fronting Albert Street can be maintained during the construction period for pedestrians and cyclists and vehicles RTE 10

Britomart and at Aotea Station - Construction Vehicle movements to and from the localised construction site

§ ITA Appendix 5, Volume 3 § 2012 CDR Appendix 13,

§ Implementation of the CEMP for management of the construction sites

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

area resulting in:

Cross References (as applicable)

Volume 3

Methods to Manage Adverse Effects

associated with the construction of Karangahape Station.

§ A number of heavy vehicle movements in and around Albert, Customs, Quay, Wyndham, Swanson, Victoria, and Wellesley Streets supporting the construction activities and removing spoil from the two tunnels and Aotea Station box. § The estimated truck movements per day (based on the indicative construction methodology in the CDR105) is a 256 per day (conservative number assuming a number of excavations occur simultaneously). RTE 11

Karangahape Station - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience to the parties listed above under ‘general effects’: § As a result of the construction works (top down / cut and cover construction of the access shaft from the main entrance in Beresford Square to the platform level) Pitt Street will need to be reduced to two lanes of traffic (one in either direction), reducing vehicle capacity and trip reliability during this time. § Buses travelling along Karangahape Road will be affected by potential delays at the Karangahape

105

§ ITA Appendix 5, Volume 3

§ Implementation of the CEMP for road closure management § The CEMP for this area will give consideration to measures to:

§ Maintain at least two operating traffic lanes on Pitt St during the construction of the main shaft between the surface and the platform levels. § Maintain or provide alternative accessibility to this area as a priority for: public transport (buses), emergency services, access to properties,

Appendix 13: Volume 3 CRL NoR suite of documents.

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

Road / Pitt Street intersection as a result of works occurring in Pitt Street.

pedestrians, courier and delivery vehicles.

§ Buses travelling along Pitt Street will experience delays and uncertainty in trip reliability and duration as a result of the construction in Pitt Street of the main shaft to the underground station area.

§ Temporarily relocate any public bus routes and bus stops to a safe and practicable location that is as close as possible to existing bus stops and to align with bus services (at the time of construction).

§ Bus stops located on Pitt Street will need to be temporarily relocated creating potential confusion and unfamiliarity regarding altered pick up and drop off locations and services. § The surface construction works to create the main shaft on Pitt Street do not extend as far north as the St Johns Ambulance site or the Central Fire Station and therefore trips by emergency services north down Pitt Street will be unaffected (it is noted that this includes access onto the southern, western and northern motorways). § Emergency vehicles travelling south along Pitt Street to Karangahape Road and Mercury Lane will experience delays and uncertainty around trip reliability due to the reduction of vehicle lanes during the construction of the main shaft. § Clearways and on-street car parking in the vicinity of the surface works on Beresford Square and Pitt Street may be temporarily removed during construction. § Construction of the main shaft in Pitt Street can

§ How the works will allow for the use of Pitt Street and Karangahape Road as a heavy haul / over dimensioned route during the construction period and / or whether Symonds Street as the alternative can accommodate any heavy haul / over dimensioned requirements during this time. § Set up traffic diversions where practical and available. § How all work in the area can be undertaken using a staged approach so that at least one lane of traffic is maintained at all times. § Include measures in the Communications Plan for the construction period which addresses the points above, including for this area communication protocols and advertising around alternate routes, promotion of minimising single occupancy

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occur in a staged manner. ยง Other temporary restrictions and road closures will need to occur and road lanes in some areas will be reduced while construction occurs in a staged manner. ยง The second entry for the Karangahape Station is located on private land and therefore Mercury Lane will predominantly remain open to traffic, pedestrians and cyclists during the construction period. There may be the loss of some on street car parking.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

vehicles travelling into this area, encouragement of greater use of public transport, and notifying and liaising with emergency services and parties who may require the use of Albert Street as a heavy haul / over dimensioned route.

ยง Pitt Street and Karangahape Road are listed as an over dimensioned and heavy haul route for the city centre area. The other such route in the city centre area is Symonds Street. Symonds Street will be unaffected by the CRL works. The CRL construction works occurring on Pitt Street will have an impact on the ability to use this route as a heavy haul / over dimensioned route due to either temporary closures and / or a reduction in the road lanes available for use by vehicles. While there is no physical CRL surface works proposed on Karangahape Road, works in proximity on Pitt Street, Mercury Lane and Beresford Square will have effects on the capacity and operation of Karangahape Road ยง There are a number of courier and delivery vehicle movements accessing this area daily supporting businesses and there will be disruptions to these

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

services as a result of any temporary road closures / reduction in road lanes RTE 12

Karangahape Station - Construction Vehicle movements to and from the localised construction site area resulting in: § The generation of only moderate volumes of construction traffic typical of construction of the building in the inner city area

§ ITA Appendix 5, Volume 3

§ Implementation of the CEMP for management of the construction sites associated with the construction of Karangahape Station.

§ ITA Appendix 5, Volume 3

§ Implementation of the CEMP for management of the construction sites associated with the construction of Newton Station.

§ Daily construction vehicles are expected to be 100 trucks per day or less (approximately 10 per hour) § Use of Mercury Lane and Beresford Street RTE 13

Newton Station - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience to the parties listed above under ‘general effects’: § Movement of the construction vehicles and machinery around the local road network between the main construction site, the localised construction site on the northeast corner of Mt Eden Road and Symonds Street, and the construction works area. These movements will create those general effects listed above, however, for this area they are likely to be less than for works occurring between Britomart and Albert Street and around Karangahape Station § Public Buses, emergency vehicles, other vehicle traffic, cyclists and pedestrians will experience delays and uncertainty around trip reliability due to

§ Effects on freight routes in this area are considered to be acceptable with the implementation of the CEMP for the management of effects on the road network during the construction period. § Include measures in the Communications Plan for the construction period which includes communication to emergency services and the local community on construction activity and likely truck / construction vehicle movements.

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

the movement of construction vehicles in this area. No physical construction works are occurring directly within the road network. § AT / NZTA defined freight routes in this area are Symonds Street, New North Road and Mt Eden Road. The only potential effect on these routes is from construction vehicles moving around this area. There is no surface construction works proposed within Symonds Street as the station is being constructed wholly on and under private property. RTE 14

Main construction site area - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience to the parties listed above under ‘general effects’:

§ ITA Appendix 5, Volume 3 § 2012 CDR Appendix 13, Volume 3

§ The typical activities that are proposed within the main construction site area, including the area where works will occur to connect the CRL lines to the NAL, are described in the 2012 CDR. § Ngahura Street is in the vicinity of the main construction site area. Properties located on Properties located on this street not located within the main construction site area may experience localised effects in terms of road access and use. Ngahura Street is a dead end street which runs between New North Road and the NAL.

§ Implementation of the CEMP for road closure management. § Set up traffic diversions where practical and available. § Works will be undertaken in a staged approach so that at least one lane of traffic is maintained at all times.

§ Access to properties located in Ngahura Street will be maintained during the construction period. § Include measures in the Communications Plan for the construction period which addresses the points above.

§ Controlled access along Ruru Street, Nikau Street, Shaddock Street, and Flower Street will be available during the construction period to maintain access to

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

those properties whose access in onto these streets in the vicinity of the designation footprint. This is particularly relevant to those properties located at the eastern dead end portion of Shaddock Street, the apartments that are adjacent to Ruru Street, Nikau Street, and Korari Street, and the television 3 building. § In relation to New North Road in this area, public buses, emergency vehicles, other vehicle traffic, cyclists and pedestrians will experience delays and uncertainty around trip reliability due to the movement of construction vehicles along this road accessing the main construction site and travelling to the other construction sites associated with the CRL. § AT / NZTA defined freight routes in this area are New North Road and Mt Eden Road. Surface works occurring within this area to connect the CRL tracks to the NAL tracks are all occurring within private property and /or streets which have been temporarily closed as they form part of the work site area. Effects on these freight routes will be from traffic delays associated with construction vehicles moving around this area. RTE 15

Replacement of Mt Eden Road bridge and the grade separation of Normanby Road - Localised Effects from temporary road closures / reduction in road lanes / capacity causing disruptions or inconvenience to the parties listed above under ‘general effects’:

§ ITA Appendix 5, Volume 3 6

§ Implementation of the CEMP for road closure management. § The CEMP for this area will give consideration to and measures to: § The management of Mt Eden Road and

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§ The replacement of Mt Eden Road bridge to accommodate the CRL and NAL tracks below will require the temporary closure and reduction in vehicle lanes, resulting in: § Relocation of the bus stops § Delays in traffic journeys § increased congestion and uncertainty in trip reliability § confusion and unfamiliarity regarding altered road layouts and places to drop off and pick up for passengers using Mt Eden rail station § construction works contributing to an undesirable environment for pedestrians and cyclists in particular § The grade separation of Normanby Road to accommodate the CRL and NAL tracks below will require the temporary closure and reduction in vehicle lanes, resulting in: § Delays in traffic journeys § increased congestion and uncertainty in trip reliability § confusion and unfamiliarity regarding altered road layouts and places to drop off and pick up for passengers using Mt Eden rail station § construction works contributing to an undesirable environment for pedestrians and

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

retention of at least two traffic lanes (one in either direction) during the construction of the main shaft between the surface and the platform levels. § The management of Mt Eden Road and retention of at least two traffic lanes (one in either direction) during the construction of the grade separation structure. § Maintain the accessibility along Mt Eden and Normanby Roads a priority for: public transport (buses), emergency services, access to properties, pedestrians, and cyclists. § relocating of any public bus routes and bus stops to a location that is as close as possible to their current bus stop location (as at the time of construction starting). § how the works will allow for the use of Normanby Road as a heavy haul / over dimensioned route during the construction period and / or whether Khyber Pass via Newmarket as the alternative can accommodate any heavy haul / over dimensioned requirements during this time. § Set up traffic diversions where practical

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

cyclists in particular

Methods to Manage Adverse Effects

and available.

§ The grade separation of Normanby Road will also require the re-grading of access into properties in the immediate vicinity of the grade separation structure, resulting in temporary restrictions to property access while the regarding works are undertaken.

§ Include measures in the Communications Plan for the construction period which addresses the points above, including for this area communication protocols and advertising around alternate routes, promotion of minimising single occupancy vehicles travelling into this area, encouragement of greater use of public transport, and notifying and liaising with parties who may require the use of Normanby Road as a heavy haul / over dimensioned route.

§ Normanby Road is listed as an over dimensioned and heavy haul route for exiting and entering the city centre area. The alternate in this area is Khyber Pass down through Newmarket. Normanby Road and Khyber pass provide the southern links to the over dimensioned / heavy haul routes which provide access to the city centre area including, Ponsonby Road, Pitt and Albert Streets, and Symonds Street. The grade separation of Normanby Road over the rail corridor will have effects on the operation of this road as an over dimensioned / heavy haul route in terms of its ability during the construction period of these works to accommodate in a reduced area over dimensioned / heavy vehicles.

§ Include specific measures in the Communications Plan for the construction period which addresses the communication and liaison to be undertaken in relation to the regarding of property access associated with the grade separation of Normanby Road over the rail corridor.

§ The AT / NZTA defined freight route in this area is Mt Eden Road. The required replacement of the Mt Eden Road bridge over the rail corridor will have impacts on this freight route in terms of delays and reduction in vehicle capacity. RTE 16

The grade separation of Porters Avenue - Localised Effects from temporary road closures / reduction in

§ ITA Appendix 5, Volume 3

§ Implementation of the CEMP for road closure management.

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road lanes / capacity causing disruptions or inconvenience to the parties listed above under ‘general effects’: § To construct the grade separation structure to take Porters Avenue over the rail corridor, it is proposed to temporarily close Porters Avenue to vehicle traffic, pedestrians, and cyclists during the construction period. This will result in: § Prevention of through vehicles, cyclists and pedestrians across the rail corridor in this location during the construction period requiring them to travel via either Dominion Road or Mt Eden Road / Normanby Road as alternatives. § Severing the community link between the south and north of the rail corridor in this location during the construction period (see social effects below). § Increased congestion and uncertainty in trip reliability. § Confusion and unfamiliarity regarding altered road layouts. § construction works contributing to an undesirable environment for pedestrians and cyclists in particular. § Changes to the layout and access into Hautain and Fenton Streets during the construction

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

§ The CEMP for this area will give consideration to and measures to: § Undertake the grade separation of Porters Ave at a time when vehicles, pedestrians, and cyclists can be managed and accommodated on Dominion Road, Mt Eden Road and Normanby Avenue to an extent which minimises where possible and practical delays to travel journeys from congestion on these roads resulting from CRL construction works. § The management of the construction works to provide for full accessibility to those parts of Porters Avenue not affected but in the vicinity of the construction works and closed road. § Include measures in the Communications Plan for the construction period which addresses the points above, including for this area communication protocols and advertising around alternate. § Include specific measures in the Communications Plan for the construction period which addresses the communication and liaison to be undertaken in relation to the maintenance of property access while the grade separation works are being

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period. ยง AT / NZTA list New North Road as a freight route. The works involved in grade separating Porters Avenue are unlikely to create any effects on the ability of New North Road to continue operating as a freight route due to the distance between the works and New North Road.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

undertaken, particularly with those properties down Fenton and Haultain Streets, and those properties fronting Porters Avenue in the vicinity of the construction works.

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7.6

Noise Effects

The potential noise effects of the Project can be related to either temporary activities such as construction, or permanent activities such as the operational railway. The greatest effects from noise will occur during the construction phase of the project, in those areas where surface works are occurring, and particularly from night construction activities. These effects though temporary are potentially disruptive and adverse, but they will cease after construction and once the CRL is operational. However, they will be staged and typical of any construction of a large scale that may occur within the city centre. Methods to manage these effects are proposed and include the development and implementation of the CEMP under the EMF and EMP, and the development and implementation of a Communications Plan for liaising and consulting with those parties who will be potentially affected by the noise effects during the various stages of construction. The potential operational noise effects will be limited to noise emitted from trains operating in the NAL and CRL junction and from ventilation stacks in in QE2S, Aotea Station, Karangahape Station, and Newton Station. The noise assessment undertaken to support the CRL NoR AEE is contained in the Marshall Day technical report106. Noise level surveys were undertaken at nine sites along the length of the Project which were identified as being representative of the existing noise environment for sensitive receivers. Representative sites included a heritage structure, residential buildings, hotel, performance theatres, and a cafĂŠ / restaurant. Table 6.2 in section 6 of this AEE sets out the locations where the noise level surveys were undertaken. The methodology employed for the assessment of noise effects, using these surveys, is summarised in the sections below. A number of noise contours produced as part of the assessment are contained in the appendices to the Marshall Day report, and these along with the report should be referred to for the full assessment. Project noise criteria have been developed to help manage the actual and potential noise effects of the CRL, both temporary effects (generally occurring during the construction phase) and permanent effects (generally occurring as a result of the operation of the CRL). These criteria were developed acknowledging the specific characteristics that are inherent to the CRL Project while it is being constructed. In terms of any permanent effects when the CRL is operating, criteria were developed (given there is no current New Zealand rail noise standard), to reflect that the CRL will either operate underground or in conjunction with the NAL rail corridor. The Project noise criteria developed are further discussed under the temporary and permanent effects sections below. As discussed in section 2.2.5 of this AEE, construction works within the existing NAL rail designation will be undertaken with KiwiRail and under the existing NAL designation. The effects of those works will be covered by an Outline Plan, as required by the RMA, prior to construction occurring. In accordance with the provisions for Outline Plans, and methods to manage (avoid, remedy or mitigate) any effects identified from these works will be provided as required under section 176A(3)(f) of the RMA. The operation of trains within the area covered by the existing NAL designation is authorised

106

Appendix 2: Volume 3 of CRL NoR suite of documents.

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by that designation. Accordingly, the noise assessment has considered those effects which may be generated as a result of the CRL designation, and this includes an assessment of those areas of designation footprint proposed adjacent to the existing NAL designation. Methodology for assessing Temporary effects Although there is a construction noise standard in New Zealand, and the Auckland Council District Plan: Central Area and Isthmus sections contain construction noise rules relating to this standard, these have only been used as a guide to develop Project noise criteria for the construction of the CRL. The construction noise standard (NZS 6803: 1999) provides for relaxed limits during normal working hours to enable construction activity to take place, however it makes no allowance for noisy construction work during Sundays or night time periods. The Auckland Council District Plan: Central Area section recognises the nature of the high existing noise environment and the fact that it is generally more appropriate to undertake construction work in the city centre area outside of normal commercial / business hours when the effects on people will be less. For a designation both the standard and the District Plan provisions provide a guide rather than the ‘rule’ to comply with. The development of Project noise criteria is therefore an appropriate method for managing noise effects relating to the CRL. Incorporating measures that achieve ‘best practicable option’ will manage noise such that it does not exceed a reasonable level (in accordance with section 16 of the RMA). This will allow for the noise standards from both the construction noise standard and the District Plan to be applied to the various construction areas as appropriate – i.e. it may be more preferable to undertake construction in the Albert Street area outside of normal business hours, such as evenings and over the weekend, whereas it may be more appropriate to undertake construction works in areas characterised by residential activity during the week day and on Saturdays. For the assessment of the construction noise effects key construction activities were identified from the indicative construction methodology contained in the 2012 CDR107.Known noise levels for ‘noisy’ machinery (typically used on projects of this nature) were applied to the assessment. For robustness and to provide a conservative assessment, consideration was also given to the potential cumulative noise effects of undertaking a number of construction activities at one time and from one source position. Methodology for assessing Permanent effects (operation) There is no New Zealand noise standard for rail noise, and therefore an appropriate international noise standard has been identified for the project. Project noise criteria have also been developed to provide guidance as to acceptable levels of noise. For the operation of trains on the CRL, where the majority will be underground between Britomart and the NAL, the effects are expected to be negligible. The CRL NoR seeks to designate areas which adjoin the NAL designation to authorise the construction, operation and maintenance of tracks outside the existing NAL designation to accommodate the CRL. The noise assessment undertaken by Marshall Day to support the CRL NoR includes an assessment of the indicative change in noise level of

107

Appendix 13: Volume 3 CRL NoR suite of documents

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tracks being located closer to a noise sensitive receiver. For the operational rail activities within the existing NAL designation and the widened corridor to accommodate the additional tracks, there will be no significant noise effect from the existing environment.

NE 1

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.6 Noise Effects Assessment

(as applicable)

§ N&V technical report Appendix 1, Volume 3

Construction along Albert Street and at Aotea Station: § Noise in excess of Project noise criteria, particularly for building occupants, from the loudest anticipated construction activities (such as secant piling) associated with the indicative cut and cover / top down methodology creating effects which range from annoyance to sleep disturbance. § It is noted that the buildings that line Albert Street provide intermediate shielding to noise sensitive receivers located beyond.

Cross References

§ 2012 CDR Appendix 13, Volume 3

§ Noise effects associated with excavation and other works for cut and cover / top down construction are anticipated by the noise expert to drop significantly once the site is covered and excavation recommences below ground with noise effects then mainly being generated by any ventilation of the underground works and construction truck movements to and from the works.

Construction of Karangahape and Newton Stations: § Noise in excess of Project noise criteria from the loudest anticipated construction activities (such as D-wall

§ The application of appropriate noise management methods through the implementation of the CEMP will manage adverse noise effects to an acceptable level through: § Applying restricted noise Project criteria to areas where construction occurs in close proximity to sensitive receivers and / or during sensitive periods; § Restrict the following construction activities outside sensitive receivers (i.e. hotels and residential units) to day time and evening hours – D-walling, secant piling, excavation works (with the exception of cut and cover / top down excavation once under a cover), surface works, and demolition of buildings;

§ Temporary relocation for sensitive receivers may be considered (with their agreement) for the duration of the exceedances of the noise above the Project noise criteria.

§ Noise exceeding Project noise criteria may not be unreasonable if the exceedances are temporary and brief. NE 2

Methods to Manage Adverse Effects

4 5

§ N&V technical report Appendix 1, Volume 3

§ The application of appropriate noise management methods through the implementation of the CEMP will manage adverse noise effects to an acceptable

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

construction) for those buildings immediately adjacent the construction of the entrance shafts associated with the Karangahape Station and Newton Station, creating effects which range from annoyance to sleep disturbance.

Cross References (as applicable)

§ 2012 CDR Appendix 13, Volume 3

§ Similar to the above, it is noted that while hoardings (including temporary noise walls) around the construction site area are unlikely to reduce noise levels on building occupants, except those at a ground level, provide intermediate shielding to noise sensitive receivers located beyond.

Methods to Manage Adverse Effects

level through: § Applying restricted noise Project criteria to areas where construction occurs in close proximity to sensitive receivers and / or during sensitive periods; § Restrict the following construction activities outside sensitive receivers (i.e. hotels and residential units) to day time and evening hours – D-walling, secant piling, excavation works (with the exception of cut and cover / top down excavation once under a cover), surface works, and demolition of buildings;

§ Temporary relocation for sensitive receivers may be considered (with their agreement) for the duration of the exceedances of the noise above the Project noise criteria.

§ Work at Karangahape and Newton Stations will only occur only over the period of time that construction in the area is needed. § Noise exceeding Project noise criteria may not be unreasonable if the exceedances are temporary and brief. NE 3

Main construction site area and connection of the CRL to the NAL: § Noise in excess of the Project noise criteria as a result of cumulative construction activities (such as operation and maintenance of the TBM; cut and cover construction of

§ N&V technical report Appendix 1, Volume 3 § 2012 CDR Appendix 13,

§ The application of appropriate noise management methods through the implementation of the CEMP will manage adverse noise effects to an acceptable level through: § The selection of low-noise construction

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the tunnels in this area; conventional tunnelling of the underground ‘cross over box108’; and tunnels conveying, plus equipment associated with, spoil removal; tunnelling ventilation; construction dewatering; tunnel wall panel forming; and the storage of materials) at the main construction site area, creating effects which range from annoyance to sleep disturbance. § A number of these activities are anticipated to occur towards the middle of the main construction site given the indicative location of the two tunnels, and as such noise effects will be reduced to receivers beyond the designation boundary.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Volume 3

Methods to Manage Adverse Effects

machinery where practicable; § Training of site personnel regarding noise; § Training on construction operator procedures to minimise unnecessary noise and vibration; § Construction noise monitoring and reporting (including receiving and handling complaints about construction noise).

§ The noise contours generated to assess the actual and potential noise effects in this area against the developed Project noise criteria show that noise effects are predicted to comply with the Project noise criteria for those immediately adjacent buildings to this main construction site area. § Noise exceeding Project noise criteria may not be unreasonable if the exceedances are temporary and brief. § Noise generated from tunnelling, truck movements / vehicle movements, and general use of this area as the main construction site, is predicted to comply with the Project noise criteria during all periods (i.e. 24 hours per

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

day / 7 days per week). NE 4

Construction works occurring adjacent to the NAL designation:

§ N&V technical report Appendix 1, Volume 3

§ Noise in excess of Project noise criteria for daytime for those buildings located immediately adjacent the works occurring adjacent to the NAL designation, creating effects which range from annoyance to sleep disturbance. § Buildings located adjacent the works will act as an intermediate shielding to noise sensitive receivers beyond, limiting the number of affected receivers.

§ 2012 CDR Appendix 13, Volume 3 6

§ Work in this area will be limited to the construction of this stage of the works. § Noise exceeding Project noise criteria may not be unreasonable if the exceedances are temporary and brief. NE 5

Building Demolition work, particularly in the area to contain the main construction site and the connection of the CRL to the NAL: § Noise generated from the demolition of buildings to construct and operate the CRL, creating effects which range from annoyance to sleep disturbance. § The demolition of buildings is a restricted controlled activity under the Auckland Council District Plan: Central Area and a permitted activity under the Auckland Council District Plan: Isthmus section (where under both sections of the District Plan the building is not scheduled as a

§ The application of appropriate noise management methods through the implementation of the CEMP will manage adverse noise effects to an acceptable level through: § Applying restricted noise Project criteria when construction occurs in close proximity to sensitive receivers and / or during sensitive periods; § Restrict the following construction activities outside sensitive receivers (i.e. hotels and residential units) to day time and evening hours – D-walling, secant piling, excavation works (with the exception of cut and cover / top down excavation once under a cover), surface works, and demolition of buildings.

1 4 5 6

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

heritage building; or located in a residential 1 or 2 zone under the Isthmus section). Effects from the demolition of buildings associated with the project are recognised to be an integral effect of the project, particularly given that a large area of buildings is to be demolished in the main construction area site at Newton. § Noise exceeding Project noise criteria may not be unreasonable if the exceedances are temporary and brief. NE 6

Noise from Ventilation Stacks: § Noise emitted from ventilation stacks located in QE2S, Aotea Station, Karangahape Station, and Newton Station, creating effects which range from annoyance to sleep disturbance. § The night time Project noise criteria have been used to assess these effects, and based on the predictions of fan noise, it is practicable to achieve compliance with the Project noise criteria providing that suitable plant, along with industry standard proprietary attenuation and noise mitigation techniques are installed which allow the ventilation stacks to comply with the Project noise criteria.

NE 7

Operational train noise on land adjacent the existing NAL designation: § Increased noise levels experienced by sensitive receivers along the NAL rail corridor (between Normanby Road in the east and to the immediate west of Porters Avenue in the west) from the addition of new tracks, resulting in

§ N&V technical report Appendix 1, Volume 3 1 4 5

· ·

§ In later stages of design and construction incorporate suitable plant, along with industry standard proprietary attenuation and noise mitigation techniques are installed which allow the ventilation stacks to comply with the Project noise criteria.

§ N&V technical report Appendix 1, Volume 3

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

effects from annoyance to sleep disturbance. § Increased noise levels experienced by sensitive receivers along the NAL rail corridor (between Normanby Road in the east and to the immediate west of Porters Avenue in the west) from trains slowing on the curving track (‘turnouts’) where the CRL tracks head into or out of the tunnels, resulting in effects from annoyance to sleep disturbance. § The existing environment includes the noise generated from the passenger and freight trains which run along the NAL. The noise effects from these are permitted under the NAL designation. The amenity experienced currently in this existing environment is not expected to change with the inclusion on land adjacent the NAL designation an additional two tracks. § Indicative calculations of the above noise effects predict an increase of less than 1 decibel, an indiscernible local increase. NE 8

Removal of audible train warning signals from two level rail crossings: § Removal of audible warning signalling system at Normanby Road and Porters Avenue level rail crossings (due to either grade separation of the road over rail or closure of the level crossing) reducing noise to adjacent properties and pedestrians and cyclists.

§ N&V technical report Appendix 1, Volume 3

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7.7

Vibration Effects

The greatest potential effects from vibration will occur during the construction phase of the CRL project. These are temporary effects which will occur only during the construction period predominantly generated from construction machinery delivering energy into the ground, potentially creating damage to buildings and annoyance and / or sleep disturbance to people. The potential vibration effects generated during the construction period in relation to building damage are expected to be generally superficial damage (such as cracking in paint or plasterwork). However, there is potential for structural damage during the construction. The vibration caused by construction machinery is greater (in terms of both vibration damage to buildings and annoyance / sleep disturbance) than a train travelling past or below. This is because construction machinery is often located closer to the receiver than a train. Methods to manage these effects are available and proposed and will be implemented through the CEMP to be developed under the EMF and EMP. Furthermore the development and implementation of the Communications Plan will provide for liaising and consulting with those parties who will be potentially affected by vibration effects during this period. The temporary effects are discussed below and further in Table 7.7, also below. The methods to manage these effects are provided in Table 7.7 below. Operational vibration effects are a potential within the two tunnels and will result in disturbance to building occupants (i.e. annoyance or sleep disturbance) from reradiated noise (vibration effect). Methods to manage these effects are available and include the use of floating track slab, resilient rail fasteners, or continuously welded rail in those locations where it is predicted that these effects will occur. The methodology for the vibration assessment is outlined in the Marshall Day technical report, Appendix 2109. Vibration level surveys were undertaken at ten locations along the length of the Project which were identified as being representative of the existing vibration environment at relevant sensitive receiver locations. These sites included residential apartments, hotels, performance theatres, and a television studio. Table 6.2 in section 6 of this AEE sets out those locations where vibration surveys were undertaken. A structural engineering assessment is attached in Appendix 10: Volume 3 CRL NoR suite of documents, and was prepared to support the assessment of potential building damage through using information from the Marshall Day vibration assessment and applying a structural assessment to those buildings identified as being key sensitive receivers to ascertain the effects of building damage. Mean peak velocity (PPV) is the representative measure of typical vibration levels, where 0.3mm/s PPV is the perception threshold (i.e. the point it may be felt). The vibration measured at each of the ten sites (to establish the existing vibration environment) did not exceed the perception threshold. Project vibration criteria (‘threshold’ or ‘trigger levels’) have been developed to manage the actual and potential vibration effects of the CRL, both temporary effects (generally occurring during the construction phase) and permanent effects (generally occurring as a result of the operation of the

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CRL), and to provide the guidance as to acceptable levels of vibration. These were developed for vibration as there are no New Zealand standards that address construction vibration or operational rail vibration. The Project vibration criteria developed are further discussed under the temporary and permanent effects sections below. The key outcome of the vibration assessment which supports this AEE is the identification of buildings that may be at risk from vibration induced damage from construction machinery and from the operation of the CRL. This assessment ties across to the Built Heritage assessment, which is discussed in section 7.8 of this AEE. Vibration contours to assist in identifying at risk buildings have been produced as part of the assessment and these are contained in the appendices to the Marshall Day report. These contours along with the report should be referred to for the full assessment. Temporary Vibration Effects Temporary effects generally occur during the construction period of a project. There are two types of construction vibration effects – vibration damage to buildings; and human response to construction vibration. The effects of construction vibration have been quantified by identifying the primary vibration sources, i.e. the likely construction machinery to be used, and particularly those that will deliver more energy into the ground (and therefore into buildings). The most significant vibration inducing construction activities are identified as: ·

Vibratory roller – preparation of rail base course in cut and cover and surface works sections;

Road header (conventional tunnelling methods) – hand mined tunnel, station and construction shaft excavation;

Tunnel boring machine (TBM) – driven tunnel excavation;

Diaphragm Wall rig – D Wall construction for cut and cover sections;

Blasting – basalt walls.

As stated above there is no New Zealand standard for measuring construction vibration damage to buildings. The standard most commonly used in New Zealand to assess building damage is a German Standard and this has been adopted for the vibration assessment undertaken to support this AEE and as the Project construction vibration criteria. This standard is referenced in the Auckland Council District Plans: Central Area and Isthmus sections as well as others. The criteria contained within this standard are designed to avoid superficial damage to buildings and are listed as PPV values. Damage to building foundations may occur should levels exceed these criteria. The PPV values used in the assessment as the determinant of the level of vibration damage to buildings effects are: ·

Historic or sensitive structures: 2.5 mm/s PPV

Residential / school: 5 mm/s PPV

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Commercial / industrial structures: 10 mm/s PPV

The second type of construction vibration is human response. There is no New Zealand standard for this type of vibration either and therefore a British standard has been adopted which includes PPV levels. This standard has been adopted as the Project vibration criteria to assess these types of effects. The PPV values used in the assessment as the determinant of the level of vibration human response effects are (summarised): ·

Vibration might just be perceptible to the most sensitive receivers: 0.14 mm/s PPV

Vibration might just be perceptible to residential environments: 0.3 mm/s PPV

It is likely that vibration of this level in residential environments will cause complaint, but can be tolerated if prior warning and explanation provided: 1.0 mm/s PPV

Vibration is likely to be intolerable for any more than a very brief exposure to this level: 10 mm/s PPV

Although the above relates primarily to residences, the vibration expert considers that they can be applied to offices / commercial premises as well. This standard does not address the effects of reradiated noise – i.e. vibration energy in a building which manifests itself as a ‘rattle or hum’ and is heard rather than felt. The vibration expert notes that it is often difficult to distinguish this effect from felt vibration and complaints of vibration can in fact be reradiated noise. This effect varies from structure to structure and for the construction phase of the CRL it is proposed to include methods in the CEMP (developed under the EMP) to address this effect on a case by case basis. Comparing the standard for building damage against the above for human response, it can be anticipated that people are likely to perceive vibration levels significantly below those which may cause superficial damage to buildings (such as cracking in paint or plasterwork). Construction contours have been developed for determining the potential vibration effects for building damage. These have included consideration of the ‘emission radii’ (the distance where each source of vibration meets the Project vibration construction criteria) and vibration at depth (tunnels and station caverns) where buildings may have significant basement structures. The construction contour maps show the extent of areas in relation to the PPV values for historic or sensitive buildings, residential buildings, and commercial buildings. These contours extend the greatest where vibratory rollers are to be used (cut and cover section between Britomart and Aotea Station), and the cut and cover connection of the CRL to the NAL in the Newton area (also the main construction site area). These contours relate to the use of vibratory rollers and therefore they are expected to reduce when these are not being used.

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Permanent Vibration Effects Permanent vibration effects may result from the operation of the CRL. As stated above there are no New Zealand standards that address human response to vibration associated with the operation of the railway or reradiated noise from the trains. To identify the appropriate standard to use to form the Project vibration operational criteria a number of international projects were reviewed by the vibration expert. The method that has been adopted for this vibration assessment is the United States Federal Transit Administration (FTA) General Assessment Method. Further information on this is provided in Appendix D of the Marshall Day report (Volume 3 CRL NoR suite of documents). This method was adopted because it integrates assessment and prediction methodologies and has been applied in the assessment of a number of rapid transit projects. The FTA method (like the other standards above) uses PPV values to determine the extent of vibration effect. The FTA objective for dwellings is “imperceptibility” (0.14 mm/s PPV – vibration might just be perceptible to the most sensitive receivers). The limit for performance theatres is lower, and for television studios lower again. As stated under the temporary effects above, the most stringent PPV value for building damage is 2.5 mm/s (which apply to historic or sensitive structures). Compliance therefore with 0.14 mm/s PPV indicates that there is no risk of vibration induced building damage from the operation of the CRL.

VE 1

§ Superficial building damage (i.e. cracking to plaster / paintwork and lengthening of existing cracks) to a number of buildings located along the CRL route. § The vibration construction contour maps attached as Appendix H to the Marshall Day technical report show which buildings may be potentially affected by this superficial building damage during the construction period. The German standard discussed in the text above has been applied with three contours depicted on the maps to reflect the three criteria in the standard – Green (2.5 mm/s

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.7 Vibration Effects Assessment

2 5

(as applicable)

§ N&V technical report Appendix 1, Volume 3

1 4

Cross References

Methods to Manage Adverse Effects

§ The application of appropriate vibration management methods through implementation of the CEMP. § Implementation of the Communications Management Plan including the complaints management protocols.

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

PPV): built heritage and sensitive receiver; Orange (5 mm/s PPV): residential buildings; Red (10 mm/s PPV): commercial buildings. § Any building (under the criteria in which it falls) contained within its contour is at risk of building damage, but as the criteria is a conservative level of potential damage, the anticipated effects on these buildings is likely to be nil to limited to superficial damage. VE 2

§ Perceptible vibration during construction of the CRL which creates disturbance (annoyance, sleep disturbance, complaints) to occupiers of buildings in the vicinity. § These effects are considered to be significant for some receivers located particularly close to the source of the vibration (see below for particularly sensitive receivers) and this is influenced by the type of construction technique being employed. § Disturbance effects from vibration will diminish with distance the further away from the source the receiver gets. This also applies the higher the floor of a building, so those occupants located on lower levels of buildings will experience greater vibration effects than those on floors higher up.

VE 3

§ Vibration levels are predicted to exceed the commercial Project criterion for the Aotea Centre (refer construction contours: 20m below ground in

§ N&V technical report Appendix 1, Volume 3

§ Implementation of the Communications Management Plan including the complaints management protocols.

1 2 4 5

§ The application of appropriate vibration management methods through implementation of the CEMP.

1 2

§ N&V technical report Appendix 1, Volume 3

§ Construction management as per the CEMP will be crucial (i.e. regular vibration monitoring, building condition surveys etc.). Practicable

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Appendix H).

VE 4

mitigation measures to address the effects on the building, such as strengthening of the building structure, may also be explored

§ The secondary access shaft for Newton Station is proposed in the vicinity of the building fronting Newton Road which houses Roundhead studios, a chandelier shop, and an associated residence, which during the construction of this shaft may result in disturbance to occupiers of the building (annoyance, sleep disturbance, inability to use studio equipment due to its sensitive nature, potential rattling or breakage of chandeliers), and may result in potential structural damage to the building. § The building has recognised character (type C listing under the Built heritage technical assessment supporting this AEE), and is also considered to fall within the heritage / sensitive use criteria band under the vibration standard being applied to this assessment due to its use as a music recording studio.

Methods to Manage Adverse Effects

§ N&V technical report Appendix 1, Volume 3

§ At the time detailed design is undertaken, and again at the time when the final construction techniques are being confirmed, undertake a further vibration assessment which confirms the actual extent of vibration effects and determine the nature of the mitigation. § Temporary relocation of the occupants in located within these sensitive receivers may be required. This will be determined at the time of construction.

§ The predicted vibration effects from the construction of the access shaft using mining techniques (i.e. road headers, rock breakers or similar) in the vicinity of this building is 10 mm/s PPV. The PPV value for heritage / sensitive structures is 2.5 mm/s, and therefore the prediction of vibration is four times greater than

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

the criteria for heritage buildings, and potentially will be a significant effect. It is noted that the predicted 10 mm/s PPV is the criteria for commercial buildings, where if vibration is predicted at or above this level there may be potential structural damage to buildings. VE 5

§ Sub-strata tunnelling construction is to occur below TV 3 studios in Newton. The approximate distance between the construction works and TV 3 above is 15m. This construction work will create vibration effects on TV 3. The predicted vibration is 4 mm/s PPV. § In terms of the standard being used to assess structural damage, TV 3 as a television studio is classed as a sensitive building (and therefore the criteria to meet is 2.5 mm/s PPV).

§ N&V technical report Appendix 1, Volume 3

§ It is unlikely that any structural damage would result on the building itself. The building is a more modern building and could without the studio equipment inside be classed as a commercial building under the standard with a criteria of 10 mm/s PPV. VE 6

§ Building damage caused by vibration as a result of the operation of the CRL is unlikely if there is compliance with the FTA criteria. § Predictions undertaken as part of the Marshall Day assessment suggest that there is unlikely to be any

1 2 4

· ·

§ N&V technical report Appendix 1, Volume 3

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building damage effects as a result of the operation of the CRL. VE 7

(as applicable)

§ N&V technical report Appendix 1, Volume 3

Methods to Manage Adverse Effects

§ In relation to managing the effects on the Aotea Centre: § Use of a floating track slab within the eastern tunnel where the eastern rail is 30m or less distance to the building;

§ Contour maps for the operation of the CRL are contained in Appendix I to the Marshall Day technical report which supports this AEE. These show predictions at ground level as receivers are generally located at ground level or above.

§ The Marshall Day assessment notes that receivers at the southern end of the CRL where it joins the NAL may experience reradiated noise, but these receivers are currently exposed to some degree of reradiated noise and vibration from the operation of the NAL and this will not discernibly increase as a result of the CRL. Additionally freight trains, which create greater levels of vibration, operate currently on the NAL. It is also noted that operation within the NAL designation is subject to a separate existing designation which is outside the

Cross References

§ Reradiated noise received as a result of the operation of the CRL resulting in perceptible vibration which creates disturbance (annoyance, sleep disturbance, complaints) to occupiers of buildings in the vicinity.

§ The key identified receivers who may experience perceptible reradiated noise include the Aotea Theatre Centre, the property at Roundhead Studios and TV 3 studios. Methods to manage these effects are available.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

§ Use of resilient rail fasteners or continuously welded rail for both rails within the eastern tunnel for the length that the tunnel passes the building including an additional 50m either side of each end of the building where it is adjacent to the tunnel;

1 2 5 6

· ·

§ Continued use of the floating track slab and resilient rail fasteners for the operational life of the CRL unless another future technique becomes available which achieves the same mitigation of the operational vibration effects. § In relation to managing the effects on Roundhead Studios: § Use of resilient rail fasteners or continuously welded rail for both rails within the western tunnel for the length that the tunnel passes the building including an additional 50m either side of each end of the building where it is adjacent to the tunnel;

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scope of the CRL designation.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

§ Continued use of the resilient rail fasteners for the operational life of the CRL unless another future technique becomes available which achieves the same mitigation of the operational vibration effects. § In relation to managing the effects on TV 3 Studios: § Use of a floating track slab within the western tunnel where the eastern rail is 15m or less distance to the building; § Use of resilient rail fasteners or continuously welded rail for both rails within the western tunnel for the length that the tunnel passes the building including an additional 30m either side of each end of the building where it is adjacent to the tunnel; § Continued use of the floating track slab and resilient rail fasteners for the operational life of the CRL unless another future technique becomes available which achieves the same mitigation of the operational vibration effects. § For other parts of the CRL, continued employment of maintenance programs currently in place on the Auckland Rail Network including: lubrication of turnouts and junctions; rolling stock maintenance which manages the occurrence of wheel and track corrugations.

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

ยง Continued implementation via the District Plan of reverse sensitivity rules which apply mechanisms such as minimum set back distances.

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7.8

Effects on Built Heritage

A built heritage assessment has been prepared by Salmon Reed Architects and is attached in Appendix 4110. Additionally, a structural engineering assessment has been prepared by Aurecon and is attached in Appendix 10111. The latter was prepared using information from the Marshall Day vibration assessment to ascertain the actual and potential effects of damage on those buildings identified in the built heritage assessment, particularly any NZHPT or Auckland Council scheduled buildings. For the purpose of assessing these effects on built heritage from the construction and operation of the CRL, a conservative study area of 100m either side of the CRL route has been adopted. The initial analysis identified 254 potentially affected buildings (including scheduled buildings as well as those assessed as having ‘heritage character or merit’). This was reduced to 110 buildings as a result of applying the findings of the vibration and structural engineering assessments. 53 buildings were found to be potentially affected. The greatest effects on built heritage will occur during the construction of the CRL. There is only one scheduled building or structure (either under NZHPT or the Auckland Council District Plan) which requires demolition in order to construct the CRL, namely the historic men’s toilets located under Albert Street at the end of Durham Street west, which are currently accessed via an entry through the Blue stone wall (which remains). There are other scheduled buildings that will potentially be affected during construction by either vibration or settlement (but not removed). Of the buildings identified as being of ‘heritage significance’ or ‘character supporting’ (see below) some will potentially be affected during construction by either vibration or settlement. There are proposed methods to manage these effects and these are provided in Table 7.8 below. Additionally, of the buildings identified as being of ‘heritage significance’ or ‘character supporting’, the following requires modification in order to construct the CRL: the buildings known as Martha’s corner (on the northwest corner of Albert and Victoria Streets), the building known as the Griffiths Building (on the southeast corner of Albert and Wellesley Streets), and the historic toilet block located underground in Beresford Square which is currently used as storage / cellar space for the Supper Club Building. In terms of Martha’s Corner and the Griffiths buildings, AT is committed to exploring in future stages of design and construction the ability, where practicable, to retain all or elements of these buildings for adaptive reuse, however, demolition is possible.

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111

ibid

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The assessment of the effects on built heritage categorised the buildings potentially affected by the project: ·

Type A – those buildings, structures and areas which are formally scheduled under NZHPT or Auckland Council;

Type B – those buildings, structures and areas which are not formally scheduled but are considered by the built heritage expert to have ‘heritage significance’ and making a contribution to the built environment and its character;

Type C - those buildings, structures and areas which are not formally scheduled but are considered by the heritage expert as being ‘character supporting’ either individually or as part of a group of buildings.

The built heritage technical report describes the existing built environment which has formed as a result of the development of the city centre area. Sections 6.3.5, 6.4.5, 6.5.5, and 6.6.5 of this AEE provide a summary of this description. The archaeological technical report contained in Appendix 3: Volume 3 CRL NoR suite of documents also provides a supporting and complementary existing environment analysis. A two stage assessment was undertaken to determine the actual and potential effects on built heritage and the extent of these effects. This is more fully described in the built heritage technical report. A third stage of assessment is proposed at the detailed design and construction stages of the CRL project, through the development and implantation of the EMP and CEMP. Potential damage to built heritage falls into three general categories: ·

‘Aesthetic’ – the effect may only affect the appearance of the property;

‘Serviceability’ – cracking and distortion which impair for instance, the weather tightness or other functions (e.g. sound insulation, fracturing of service pipes, jamming of doors and windows);

‘Stability’ – where there might be an unacceptable risk that some part of the structure will collapse unless preventative action is taken

Combined with the above, the structural engineering assessment has determined the structural risks to buildings using a scale of ‘negligible’, ‘very slight’, or ‘slight’ damage. It is recognised that damage in any of these categories can be significant for built heritage where a crack in decorative plaster for instance could damage a unique original detail of a building. Building surveys before and after construction are a proposed method for managing such effects.

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BHE 1

BHE 2

§ Regeneration activities following the completion of construction of the CRL which provide an opportunity to enhance areas with sensitive developments which recognise the existing heritage character. Areas include sites in the vicinity of Aotea Station, the area above Karangahape Station between Karangahape Road and the CMJ, the area where the CRL connects to the NAL including the main site construction area.

1 4 5

Cross References (as applicable)

Methods to Manage Adverse Effects

§ The built heritage technical report Appendix 4, Volume 3

§ Good design outcomes will be determined by implementation of the principles set out in the UDF.

§ The built heritage technical report Appendix 4, Volume 3

§ The development and implementation of the CEMP which:

§ The removal of the Albert Street scheduled toilets located at the western end of Durham Street west resulting in a loss of heritage associated with early central Auckland. § The historic Blue stone wall, also in this location and also scheduled, can be protected during construction in Albert Street and therefore any effects on it are considered to be minimal and able to be managed. § The toilets and the Blue stone wall are located above the anticipated depth of the two tunnels, however the cut and cover construction methodology proposed requires excavation through the toilets, which extend under Albert Street, to the tunnel depth below. The land above the tunnels will be reinstated following construction, however it is not considered practical or feasible at this stage to reinstate the toilets. The Blue stone wall due to its location to the eastern side of Albert Street can be retained and protected during construction as excavations for the two tunnels will occur between it and the western side of Albert

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.8 Effects Assessment on Built Heritage

· ·

§ Assesses the ability to reuse some of the toilet elements within Aotea Station; § Confirms an appropriate process for the demolition of these toilets which incorporates the ability to safely remove items for reuse. § An authority under the HPA to modify or destroy a scheduled item will be required. This will be applied for at the time of construction and the necessary assessment undertaken to satisfy the requirements of the authority application.

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

Street. BHE 3

§ The removal of the toilet building (currently used by the Supper Club) in Beresford Square resulting in a loss of heritage associated with early central Auckland. § The removal of the toilet building is required in order to construct the main entry shaft for Karangahape Station, linking the surface with the underground station area.

§ The built heritage technical report Appendix 4, Volume 3

§ It is noted that the Supper Club building which is also located within Beresford Square and attached to these toilets is a more recently constructed building.

BHE 4

§ The construction of the tunnels via cut and cover between Britomart and Aotea station, the construction of Aotea Station via top down / cut and cover, and the construction of the two shafts by mining / cut and cover techniques at both Karangahape and Newton Stations has the potential to induce surface, sub-surface and lateral ground movement resulting in effects on the foundations of identified built heritage buildings and structures. § Potential damage is likely to range between small internal cracks through to effects on the structure stability. § In terms of built heritage the elements that are often at risk are decorative plasterwork, joinery and glazed items. § Settlement contours have been produced and these are contained within the structural engineering technical assessment (Appendix 10: Volume 3 CRL NoR suite of

· ·

§ The development and implementation of the CEMP which: § Assesses the ability to deconstruct and reuse some of the building elements within Karangahape Station or the station precinct area surrounding the station entrance; § Confirms an appropriate process for the demolition of these toilets which incorporates the ability to safely remove items for reuse (if applicable).

§ The built heritage technical report Appendix 4, Volume 3

1 4 5

§ The development and implementation of the CEMP which: § Confirms the process to be undertaken to re-confirm the built heritage buildings and structures which fall within the settlement contours and will require monitoring during the construction period, including building survey’s pre and post construction; § Confirms the process to be undertaken to restore any damage to the above identified built heritage buildings and structures; § Resource consent will be sought for groundwater take / drawdown in future

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

documents). From these contours identification of the built heritage at risk can be seen.

Methods to Manage Adverse Effects

stages of the project.

§ The structural assessment concludes that the level of damage associated with settlement will be in the ‘negligible’ to ‘slight’ categories and is aesthetic in extent. BHE 5

§ The modification of buildings (known as the ‘Griffiths building’ on the southeast corner of Albert and Wellesley Streets, and the group of buildings on the northwest corner of Albert and Victoria Streets known as ‘Martha’s Corner’), not formally scheduled but recognised to have historic merit, within the designation footprint associated with Aotea Station, resulting in a loss of history in this part of the city centre area.

§ The built heritage technical report Appendix 4, Volume 3

§ AT is committed to exploring in future stages of design and construction the ability, where practicable, to retain all or elements of these buildings for adaptive reuse demolition of these buildings is provided for, however if retention is not practicable. § The development and implementation of the CEMP which:

· ·

§ Confirm the process to be undertaken to record the built heritage of these buildings; § Confirm the options considered for the retention of these buildings, and if not the be retained the reasons why; § If to be retained, confirmed whether whole, partial or adaptive reuse and the provision of plans to show this; § If not to be retained what the proposed salvage strategies are, including the elements to be salvaged.

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BHE 6

§ Potential physical damage to built heritage buildings and structures located in close proximity to surface construction works.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

1 4 5 6

Cross References (as applicable)

§ The built heritage technical report Appendix 4, Volume 3

Methods to Manage Adverse Effects

§ The CEMP for the construction of the CRL will include measures for protection of the construction site areas where surface works are occurring. These measures will include the identification and confirmation of any built heritage buildings or structures which require particular protection measures.

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7.9

Effects on Archaeology

Effects on archaeology will only occur during the construction phase of the CRL when the ground will be disturbed by earthworks, tunnelling and demolition of buildings / structures. The construction of the two tunnels by TBM occurs in rock and at a depth which would generally be below any archaeology remains. Archaeological remains are generally found within 2 to 3 metres below the ground surface (exceptions being wells, reclamation deposits, and deep in filled gullies). Methods to manage surface works occurring near or within an archaeological site area, including the recording and recovery of any finds, will be controlled under the CEMP, developed under the EMF (see Appendix 1: Volume 3 CLR NoR suite of documents). The necessary authorities under the HPA will be applied for at the time of construction and the required assessments undertaken to support these applications. Overall with management measures in place, the actual and potential effects on archaeological remains can be managed. A summary of the existing archaeological environment is contained within the technical archaeological report and also in sections 6.3.6, 6.4.6, 6.5.6, and 6.6.6 of this AEE. The assessment undertaken by the archaeological expert is based on recorded archaeological sites, the results of previous archaeological investigation, background research, and a general recognition of the kind of sub surface archaeological remains that might be exposed during construction of the CRL. There are two listed archaeological sites in close proximity to the CRL designation footprint associated with NoR 1, all unaffected by surface construction works relating to the CRL (which would potentially unearth archaeological remains). These sites are addressed for completeness in the assessment below. There are no other listed archaeological sites either within or in the vicinity of the other CRL NoR designation footprints which contain surface works, being NoR 4, NoR 5, and NoR 6.

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AE 1

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.9 Effects Assessment on Archaeology

Britomart to Aotea:

§ The Commercial Bay reclamation area, which the CRL crosses through as it leaves Britomart and travels through to the northern end of Albert Street, is a listed archaeological site. It is likely that there is still remains in this area of archaeological deposits and features, including in relation to the early Queen Street Wharf which will be exposed as part of construction works in this area.

§ The cut and cover construction along Albert Street also has potential to expose archaeological remains, particularly old th drains and other 19 century infrastructure including road surfaces. § If the ‘Griffiths Building’ and those buildings known as ‘Martha’s Corner Buildings’ are proposed to be altered in a way that disturbs the ground surface consequently there is the potential for archaeological remains to be discovered. The ‘Griffiths Building’ was constructed in 1929, and archaeological remains could be present beneath the

(as applicable)

§ The archaeological technical report Appendix 3, Volume 3

§ There is reasonable potential to impact on sub-surface archaeological remains in the cut and cover section between Britomart and (including) Aotea Station.

§ The construction of the Britomart Rail Station and other buildings in the Britomart to the northern end of Albert Street area have extensively disturbed archaeological remains in the past and these have been removed, catalogued and retained as required.

Cross References

Methods to Manage Adverse Effects

§ An authority under the HPA for undertaking works near on within archaeological sites will be required. This will be applied for at the time of construction and the necessary assessment undertaken to satisfy the requirements of the authority. § Incorporation of procedures within the CEMP requirements for works within archaeological sites, including: § Monitoring of preliminary earthworks;

§ Accidental discovery of archaeological remains; § The recording of discovered archaeological remains; § where the supervision of works by an onsite archaeologist may be required; § In conjunction with the Communications Plan specific requirements for the ongoing liaison with Iwi regarding archaeological remains; § Specific protocols for monitoring works on the “Griffiths Building’ site and the ‘Martha’s corner Buildings’ if these buildings are demolished or altered which disturbs below the ground surface.

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

building if the construction of any basements has not removed these. The same situation applies for the ‘Martha’s Corner Buildings’. § There is no potential for archaeological remains to be found under the City Central Hotel, which is proposed to be demolished in order to construct and operate Aotea Station. This is because the hotel has sub ground levels and is also benched into the hillside. § There are two recorded archaeological sites within close proximity to the Aotea Station footprint at 110 to 114 Albert Street. This site is located outside the designation footprint and will be unaffected by surface construction works relating to the CRL which would potentially unearth archaeological remains. AE 2

Karangahape Station and Newton Station: § The potential for archaeological remains within the surface works areas associated with constructing the entry shafts for Karangahape and Newton Stations is low. However, it is acknowledged that at both areas earthworks could expose unknown and unexpected archaeological remains. § At Newton Station there is reasonable potential for archaeological remains on the vacant property at 257 Symonds Street (within the designation footprint and to be used as part of the main entrance to the station below). This site previously contained an early villa dating back to the 1840’s. This original villa was replaced by another between 1900 and 1910 which remained on the site until

§ The archaeological technical report Appendix 3, Volume 3

4 5

§ If required an authority under the HPA for undertaking works near on within archaeological sites will be required. This will be applied for at the time of construction and the necessary assessment undertaken to satisfy the requirements of the authority application. § Incorporation of procedures within the CEMP requirements for works within this area to, including: § Monitoring of preliminary earthworks; § Accidental discovery of archaeological remains, particularly in relation to 257

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

the 1990’s.

Methods to Manage Adverse Effects

Symonds Street; § The recording of discovered archaeological remains; § In conjunction with the Communications Plan specific requirements for the ongoing liaison with Iwi regarding archaeological remains.

AE 3

CRL connection with the NAL: § The archaeology technical expert considers that the potential for archaeological remains being found within the surface works area associated with the NAL connection area and the main construction site area is low due to these areas being highly modified locations. However, it is acknowledged that earthworks could expose unknown and unexpected archaeological remains and the resulting impact on these.

§ The archaeological technical report Appendix 3, Volume 3

§ Incorporation of procedures within the CEMP requirements for works within this area to, including: § Monitoring of preliminary earthworks;

§ Accidental discovery of archaeological remains; § The recording of discovered archaeological remains; § In conjunction with the Communications Plan specific requirements for the ongoing liaison with Iwi regarding archaeological remains.

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7.10

Effects on Maori Values

Engagement and collaborative working with Iwi on the CRL Project is on-going. The Iwi who have identified an interest in the area within which the CRL will be constructed and operated are outlined in section 5 of this AEE. A CVA in support of the CRL NoR has been prepared by Tama Hovel of Atkins Holm Majurey Limited and is attached in Appendix 6, Volume 2 CRL NoR suite of documents. AT commissioned directly with those Iwi who have identified an interest in the CRL the preparation of Maori Values Assessments (MVA). The CVA considers the issues, information and recommendations contained in the MVA’s received at the time of its completion and represents an independent review of the information relevant to consideration of Maori values and interests in the CRL. The CVA also provides recommendations on measures to avoid, remedy or mitigate any adverse effects on Maori values, or measures to recognise and provide for the relationship of iwi / hapu with their ancestral lands and taonga. Those Iwi who have been involved in this process have provided input into and review of draft versions of the CVA. The CVA contains a summary of the background to cultural values, Treaty of Waitangi Settlements, along with an assessment of cultural effects in relation to the CRL, and an assessment of the relevant Part 2 RMA matters and other relevant policy documents and plans (these later two matters are discussed in section 8 of this AEE). In summary the CVA states that for iwi / hapu the project will involve both physical and metaphysical impacts along the alignment. The physical impacts will derive from construction of the tunnels and stations through an important cultural landscape and through and adjacent important cultural sites. Metaphysical effects include effects on the mauri and tapu of important sites and areas which are significant to Iwi as a source of mana, whakapapa, and traditions for iwi / hapu and which connect them to the whenua and important ancestors. Additionally, the construction works below ground has a potential to disturb ancestral taonga. The CVA notes that for some iwi / hapu the following factors assist in mitigating the impact of the CRL on cultural and spiritual values: ·

The existence of the urban environment;

The modern (post 1840) landscape is important to mana whenua as a symbol of partnership and mutual benefit and mana whenua acknowledge the metropolitan values;

The CRL is a major public transport proposal which will benefit Aucklanders, visitors and also mana whenua.

Two Maori Heritage sites are scheduled in the District Plan and these are discussed in the table below. The CVA notes that the area in which the CRL is proposed is rich in Maori use, occupation and association and that there is potential for other sites which have not been scheduled or disclosed (due to their sensitive nature or information on them has been lost) to be affected by the CRL. Appropriate discovery protocols and liaison with Iwi will be included within the EMP, CEMP and the Communications Plan.

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MV 1

§ A Maori Heritage site is located at the Customs Street and Albert Street intersection.

MV 2

§ The movement of the rock art known as ‘Te Ahi Ka Roa’ currently located within QE2S.

(as applicable)

Methods to Manage Adverse Effects

§ The CEMP will include appropriate discovery protocols in relation to cultural values. The discovery protocols will be developed in collaboration with Iwi at the time the CEMP is undertaken and this should include discussions around practical measures and confirmation of Iwi role in the discovery process. § Methods to manage any effects on Maori Values should be determined through consultation with Iwi. Consultation and liaison, along with measures to facilitate collaborative working with Iwi should be included in the Communications Plan.

§ The construction and operation of the two tunnels between Britomart and Aotea Station go through / adjacent these sites.

MV 3

· ·

§ The scheduled Maori Heritage sites at 87-89 Albert Street and one bordering Albert and Customs Street West.

§ The CVA notes that the occurrence of the CRL directly past this site is of particular concern to mana whenua with the potential to affect the mauri and tapu of the site.

Cross References

§ Methods to manage any effects on Maori Values should be determined through consultation with Iwi. Consultation and liaison, along with measures to facilitate collaborative working with Iwi should be included in the EMP and Communications Plan.

§ The construction and operation of the two tunnels between Britomart and Aotea Station go through /adjacent this site. § The CVA notes that the occurrence of the CRL directly through this site is of particular concern to mana whenua with the potential to affect the mauri and tapu of the site. The CVA notes that the mana whenua as an extreme cultural and spiritual measure may need to take steps to whakanoa (traditional rites to remove tapu) the site for the purposes of constructing, operating and maintaining the CRL.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

· ·

§ Methods for removing, storing, and reinstating of this art work will be set out in the EMP developed under the EMF. This will include requirements for

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

liaising and input with Ngati Whatua Orakei with regard to the removing, storing, and reinstatement. MV 4

MVA 5

§ The CVA notes that the earthworks associated with the construction of Newton Station on the high point of Te Uru Karaka raises concerns for mana whenua.

§ Cumulative effects resulting from layers of development occurring over time which has resulted in the historic destruction of many sites of value to Maori and the undermining of the mauri of those sites.

· ·

1 2

· ·

4 5 6

MV 6

§ Incorporation of Maori Values into the future design of the stations and station precincts providing the ability for Iwi to incorporate appropriate design measures which reflect their values and culture, past and present. 1 4 5

§ Implementation of the Urban Design Principles set out in the UDF, including the specific principles developed to reflect and incorporate Maori Values into station and station precinct design. The CVA notes that mana whenua have generally endorsed these principles, and their role in the project and that the adoption of them by AT is an important measure in acknowledging mana whenua history and association with the project area. The CVA also notes that mana whenua acknowledge the role of these principles in enabling Maori design and public art features with the CRL to recognise

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

their association with the rohe, and that they represent good design practice. ยง On-going collaborative working with Iwi to obtain inputs into the future stages of design. The Consultation Plan will include requirements around this.

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7.11

Contamination Effects

The assessment of contamination effects has been undertaken by AECOM. The contamination technical expert report is contained in Appendix 6112. The potential for adverse effects on human health as a result of exposure to disturbed contaminated soil will only occur during construction and those areas where surface construction works are proposed â&#x20AC;&#x201C; cut and cover construction between Britomart and Aotea Station, the construction of the entry shafts at Karangahape and Newton Stations, the cut and cover construction to connect the CRL to the NAL at Newton. The potential for contamination is likely to be found in the first 10 to 15 metres below ground level due to the expected depth of uncontrolled fill material. The low permeability of the soil / rock at this depth (in general) means the likelihood of contamination being found below these depths is low. The assessment of the potential effects as a result of contaminated soil being disturbed has therefore been focused on this first 10 to 15 metres below ground level. In accordance with the National Environmental Standard (NES) for assessing and managing contaminants in soil to protect human health, a staged approach to identifying and managing potentially contaminated land which may be exposed as a result of constructing the CRL has been used for the contamination technical assessment which supports this AEE. The NES came into force on 1 January 2012 and the CRL must comply with the NES due to the proposed earthworks activities and soil disturbance (predominantly). It is noted that consents under the NES and Auckland Regional Plans in accordance with section 15 of the RMA may be required in relation to contamination. As discussed in section 2 of this AEE, these consents will be applied for in the future should they be necessary when further site investigations have been completed. Preliminary investigations have been completed to support the contamination assessment for the CRL NoR. The methodology employed for the contamination assessment is set out fully in section 6.1 of the contamination report113. This includes undertaking as a first step a desktop review of current and historic aerial photos and Auckland Council records along with visual inspections of the CRL route and station and interchange locations. Additionally, the existing geological environment was identified along with topography and drainage. A preliminary risk evaluation and development of the sampling rationale were also completed. The information obtained from this first stage was used as the foundation for the second stage which included targeted intrusive investigations (soil and groundwater sampling and analysis). From this investigation and analysis the sites which were assessed by the contamination expert to have a moderate or high risk of contamination were evaluated for the contamination assessment.

112

Volume 3 CRL NoR suite of documents

113

Appendix 6: Volume 3 CRL NoR suite of documents

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For the assessment of the potential contaminant sources, properties were grouped into primary risk categories or tiers to assist in classifying the potential adverse effects. These risk categories are: ·

Tier 1: locations where contamination has been identified, or is likely, based on historic land use and there is potential for contamination to be uncovered during surface construction works; §

Tier 2: locations where contamination has previously been identified and has been remediated and validated as suitable for the existing land use activity or considered to have a low risk of contamination being present; §

Tier 1 properties relates to locations where contamination has been identified or is likely based on historic land-use and has the potential to be uncovered during the construction phase. These properties are either located directly on or immediately adjacent to the designation footprint where cut and cover or top down construction activities are anticipated

Tier 2 relates to locations where the identified properties are either on or adjacent to the alignment, contamination was previously identified and has been remediated and validated as suitable for its existing land-use, or considered to have a low risk of contamination being present based on its current or historic land-use

Tier 3: locations where contamination may be present from an existing or previous land use but there is little or no risk because: ·

are a significant distance from the CRL designation footprint,

are down gradient,

will not be subject to any construction works associated with the CRL and are unlikely to have any migration of contaminants to the CRL construction works, or

have been remediated and validated for their existing land-use and do not pose a risk for migration of contaminants to the study area.

For completeness the Tier 3 sites were included in the contamination assessment which supports this AEE. Although the sites are either located some distance away from either the CRL designation footprint or from where surface construction works are proposed, it was recognised that there could be potential effects from the migration of contaminants underground to areas where surface construction works are proposed. At the conclusion of the assessment it was determined that there was little or no risk of contaminant migration.

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Findings of this preliminary work indicate that the risk is relatively low at most locations within the designation footprint where surface construction works are proposed. Levels of contamination were identified as a result of the assessments undertaken. The key potential adverse effects related to contamination requiring methods to manage them include: ·

Exposure to workers and members of the public due to dermal, ingestion and inhalation exposure pathways;

Mobilisation of contaminants through the creation of preferential pathways;

Contaminated sediment runoff into stormwater.

The methods proposed to manage these effects are consistent with accepted industry practice for contaminated sites in New Zealand. The management of these effects will be undertaken via the implementation of the contamination remedial action plan as part of the CEMP under EMF and EMP. Key recommended methods include: ·

Health and safety training and planning that addresses hazardous substances;

Development and implementation of erosion control, dust control, and stormwater delivery work plans;

Appropriate soil and groundwater classification, management, and disposal.

Actual and potential adverse effects from airborne dust and odour emissions of potential contaminants, including the off-site transportation of these is addressed by the air quality technical assessment (Appendix 7114) and section 7.12 of this AEE. The contamination assessment contained in Appendix 6: Volume 3 CRL NoR suite of documents includes an assessment of sites at some depth above the bored tunnels, which due to current or historic use have the potential to have contaminants in the soil. As the bored tunnel is within rock and at some depth below, and as the contamination technical expert has classified these sites as having a low risk, the assessment of these sites is not included in the table below.

114

Volume 3 CRL NoR suite of documents.

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CE 1

CE 2

§ Removal of contaminated material containing leachable contaminants as a result of surface earthworks associated with the CRL will potentially reduce concentrations of contaminants in groundwater.

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.11 Contamination Effects Assessment

1 4 6

Disturbance of Contaminated land between Britomart and Aotea Station § Dermal contact, ingestion and inhalation expose to construction workers and the public as a result of improper soil handling and management (including sediment run-off) during cut and cover / top down construction works to construct the two tunnels between Britomart and Aotea Station, and Aotea Station. § Dermal contact, ingestion and inhalation expose to construction workers and the public as a result of improper demolition techniques being employed to identify and deal with hazardous substances and potentially contaminated soil when demolishing the Downtown Shopping Centre, the City Central Hotel, and (worst case) the Martha’s Corner buildings and the Griffiths Building. § From previous investigations contaminants of potential concern in regard to the above works are: asbestos, heavy metals, TPH / BTEX, PAH, and potentially acid sulphate soils. § Overall the risk in regard to effects of contaminants (as noted above) has been assessed by the contamination expert to be

Cross References (as applicable)

Methods to Manage Adverse Effects

§ Contamination technical report Appendix 6, Volume 3

§ Not applicable, positive effect

§ Contamination technical report Appendix 6, Volume 3

§ Incorporation of procedures within the CEMP which include: § The process for confirming the presence of contaminants in soil to be excavated – soil and groundwater classification; § Measures to manage sediment run-off where contaminated soil is present; § The sealing of trenches and excavations during construction works;

§ The development of a health and safety plan that addresses worker safety in relation to hazardous substances; § Worker training on handling and disposing of contaminated soil and hazardous substances; § Restricting work areas to authorised and trained personnel at times when contaminated soil or hazardous substances are being handled and disposed of; § Measures to limit the presence of ignition

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

medium.

Methods to Manage Adverse Effects

sources around contaminated soils and hazardous substances; § The proposed monitoring programme § The incorporation of procedures within the CEMP under the air quality delivery work plan in relation to dust management during construction (refer section 7.12).

CE 3

Disturbance of Contaminated land within Road Reserve

§ Contamination technical report Appendix 6, Volume 3

§ Dermal contact, ingestion and inhalation expose to construction workers and the public as a result of improper handling and management (including stormwater and sediment run-off) during cut and cover construction works where a sealed road is being removed. § Contaminants of potential concern in regard to the above are coal tar and gasworks residues in the sub-base of the sealed road. § Coal tar beneath roads is an internationally recognised problem in the vicinity of former gas works. There has been evidence found external to the CRL Project of coal tar underneath roads in Auckland, including the central city area. Material characteristic of coal ash was found in two of the boreholes. § Coal tar is most likely to be found in areas where the road has been built up / filled in prior to placing the final seal or concrete surface on the top. § Overall the risk in regard to effects of contaminants for the above has been deemed by the contamination expert to be

1 4 6

§ The sealing of trenches and excavations during construction works; § The development of a health and safety plan that addresses worker safety in relation to hazardous substances; § Worker training on handling and disposing of contaminated soil and hazardous substances; § Restricting work areas to authorised and trained personnel at times when contaminated soil or hazardous substances are being handled and disposed of;

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

low-medium.

Methods to Manage Adverse Effects

§ Measures to limit the presence of ignition sources around contaminated soils and hazardous substances; § The proposed monitoring programme. § The incorporation of procedures within the CEMP under the air quality delivery work plan in relation to dust management during construction (refer section 7.12).

CE 4

Disturbance of Contaminated land at NAL connection area § Dermal contact, ingestion and inhalation expose to construction workers as a result of improper handling and management of soil and materials (including stormwater and sediment run-off) during cut and cover construction works within the NAL connection area at Newton where an automotive workshop was previously in existence115. § Contaminants of potential concern in regard to the above are hydrocarbons, PAH’s, solvents, heavy metals.

§ Contamination technical report Appendix 6, Volume 3

§ Overall the risk in regard to effects of contaminants for the above has been deemed by the contamination expert to be medium.

§ Incorporation of procedures within the CEMP and the contamination remedial action plan (delivery work plan) which include: § The process for confirming the presence of contaminants in soil to be excavated – soil and groundwater classification; § Measures to manage sediment run-off where contaminated soil is present; § The sealing of trenches and excavations during construction works; § The development of a health and safety plan that addresses worker safety in relation to hazardous substances; § Worker training on handling and disposing

115

Refer to the contamination technical assessment Appendix 6: Volume 3 CRL NoR suite of documents.

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

of contaminated soil and hazardous substances; ยง Restricting work areas to authorised and trained personnel at times when contaminated soil or hazardous substances are being handled and disposed of; ยง Measures to limit the presence of ignition sources around contaminated soils and hazardous substances; ยง The proposed monitoring programme ยง The incorporation of procedures within the CEMP under the air quality delivery work plan in relation to dust management during construction (refer section 7.12).

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7.12

Effects on Air Quality

Overall there will be no adverse effects on air quality or human health arising from the operation of the CRL. The CRL will be used by EMU’s and there are no discharges associated with these. Irrespective, discharges of contaminants to air from trains is a permitted activity under the Auckland Regional Plan: Air Land and Water. There are ventilation stacks proposed at QE2S and Aotea, Karangahape, and Newton Stations, and discharges relating to these stacks from the normal operation of the CRL (i.e. train operation and ventilation), or under emergency situations (i.e. discharge of smoke) do not require consideration under the District Plan and do not trigger a resource consent under the Auckland Regional Plan: Air Land and Water. There will likely be positive effects on the overall air quality of the Auckland region from the operation of the CRL from a reduction in vehicle emissions from more people switching from private vehicles to public transport, both train and bus, but these cannot be quantified at this stage. There will be potential adverse effects on air quality as a result of the construction of the CRL as a result of surface construction works. The main adverse construction effects to manage are dust from excavations and odour / hazardous air pollutants arising from the disturbance of contaminated soil. The surface construction activities for the CRL are typical of many other large construction projects undertaken in the city centre area, and the management of construction effects is feasible and practical. Standard techniques (as used on other projects) can be implemented via the air quality delivery work plan, implemented under the EMF. This plan will include measures relating to dust control and dust monitoring, including visual monitoring. The Communications Plan will include measures to liaise with neighbours and address any complaints received. In general there are five primary factors which influence the potential for dust to be generated from a site. These are: ·

Wind speed across the exposed surface;

The percentage of fine particles in the exposed surface;

Moisture content of the exposed surface;

The size of the exposed surface;

Mechanical disturbance of material including via excavation and filling, loading and unloading of materials and vehicle movements.

The assessment of air quality effects has included an analysis of the existing environment and particularly the identification of sensitive receivers to dust and odour. A conservative identification of possible sensitive receivers within 100m of the surface construction works has been undertaken. The existing environment analysis is contained in the air quality technical assessment report found in Appendix 7: Volume 3 CRL NoR suite of documents. This has been prepared by Beca. Additionally, sections 6.3.10, 6.4.10, 6.5.10, and 6.6.10 of this AEE provide a summary of this existing environment analysis. The assessment has been undertaken using data obtained for wind speed and direction from a number of meteorological sites around the Auckland area. From this it is established that the prevailing winds in Auckland tend to be from the southwestern and northeastern direction. It is

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recognised however that inner city built up environments experience local wind conditions influenced by the tall buildings. The meteorology data also shows that around 90% of Auckland’s wind is recorded as an hourly average of below 5 m/s and less than 1% exceeded 8 m/s. Key sensitive dust and odour receivers identified at each of the surface construction works areas include: ·

Britomart to Aotea: childcare facility, hotels, residential and retail premises;

Karangahape Station: hotel (The Chatham), residential and retail premises (including food outlets);

Newton Station: residential and retail premises (including food outlets);

NAL connection area and main construction site area: Child care facilities, residential premises, TV 3;

It is recognised that sensitivity to dust is subjective. There are no specific assessment criteria for acceptable levels / amounts of dust, but the MfE Dust GPG (MfE 2001) contains four different trigger levels for acceptability depending on the sensitive receiver. These are intended to be applied via the Air Quality delivery work plan to manage dust effects at the time of construction. The CEMP will also apply assessment criteria for hazardous air pollutants (i.e. hazardous contaminated soil which becomes air borne) at the time of construction of the CRL. Preliminary investigations116 have identified potential hazardous air pollutants at the NAL connection / main construction site area in Newton. The air quality effects assessment follows the approach outlined in the MfE Dust GPG (MfE 2001); the Auckland Regional Council Technical Publication 152: Assessing Discharges of Contaminants into Air – Draft (TP 152 – ARC 2002); and takes into consideration the National Air Quality Standard, New Zealand Ambient Air Quality Guidelines, Regional air quality targets, MfE Good Practice Guide for Assessing Discharges to Air from Land Transport, and international assessment criteria including the World Health Organisation Air Quality Guidelines and others as set out in the air quality technical assessment report which supports this AEE. The air quality assessment has also considered the contamination technical assessment117.

116

See Contamination technical assessment report Appendix 6: Volume 3 CRL NoR suite of documents

117

ibid

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AQE 1

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.12 Air Quality Effects

Surface construction works

Methods to Manage Adverse Effects

§ Incorporation of procedures within the CEMP may include: § Water sprays or water trucks to keep trafficked surfaces damp; § Metalling or (preferably) hard surfacing of yard and haul roads; § Enclosed transport, storage and handling of spoil from TBM operations;

§ Dust effects generated from these works are typical of central city type multi-storey construction.

§ At Karangahape and Newton Stations dust effects will largely be limited to the areas immediately adjacent to the entrance shafts.

§ The dust generated from the grout mixing plant is from the handling of cement powder. This is generally a larger dust particle size. It is noted that the larger the dust particle the less distance it is likely to travel in light to

(as applicable)

§ Air Quality technical report Appendix 7, Volume 3

§ Effects on human health, plant life and general nuisance to people as a result of the discharge of dust from surface construction works and excavations associated with the cut and cover construction of the tunnels between Britomart and Aotea Station, the top down / cut and cover of Aotea Station, the surface cut and cover / mining of the entrance shafts at Karangahape and Newton Stations, and the cut and cover of the works to connect the CRL to the NAL.

§ Along with the construction works to connect the CRL to the NAL, dust will be generated in the main construction site area, particularly from wind entrainment in relation to the handling of concrete, from the grout mixing plant (required to supply grout for the inside of the tunnel linings), and from the stockpiling of soil from the excavations of the TBM machine.

Cross References

4 6

§ The limiting of the size and drop heights of stockpiles to levels where dust can be managed;

§ Methods to manage cement powder associated with the grout mixing plant, including enclosed transport, storage and handling; § Windbreak netting to reduce wind speeds across the surface; § Enforcement of vehicle speed limits on site; § A wheel wash or truck washing facility at the site exit(s); § Enclosed transport, storage and handling of cement; § Availability of road sweeping to remove

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moderate winds. § The actual measures to control construction dust in the main construction site area will be similar to those required for the Britomart to Aotea Station section of the CRL. § Dust dispersion is influenced by the meteorological conditions. Rainfall, the rate of water evaporation, and wind speed are conditions which will have the greatest effect on dust mobilisation. § Excavations and earthworks typically fall into larger dust particle sizes. These generally have minimal health impacts but can cause a nuisance in sensitive areas due to soiling (excessive deposits of dust on houses, cars, washing lines). It is also noted that the larger the dust particle the less distance it is likely to travel in light to moderate winds. § Most other construction activities, including the construction of diaphragm walls, underpinning of buildings, ground improvement and dismantling of the TBM, will not cause significant discharges of dust. § The generation of offensive odour and potential impact to human health or nuisance to people as a result of the disturbance of land contaminated with organic wastes (such as closed landfills).

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

tracked material; § Provision of portable continuous dust monitoring; § Consideration of the likely dust generation in relation to the extent / area of exposed earthworks to be undertaken during dry working conditions, and limiting this to manageable areas; § The circumstances under which work may be limited or suspended in very dry and windy conditions (a last resort measure); § Measures which identify hazardous material which may create odorous effects; § Measures which identify when works need to temporarily cease in the event that odorous or material is exposed; § Monitoring procedures.

§ The areas where surface construction is to occur for the construction of the CRL does not include any known or to date identified closed landfill site. It is recognised however that there could be unknown organic wastes

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

that are disturbed by the construction activities. § With the exception of odorous material which is hazardous, these discharges are unlikely to affect air quality, but rather will affect people’s appreciation of amenity. AQE 2

Specific Effects from Surface Construction Works in the Road Reserve § Excavations through the road sub-base, particularly along Albert Street, in Pitt Street, Mercury Lane, Nikau Street, Shaddock Street, may disturb contaminated material (gasworks waste) historically used as fill material, creating the release of hazardous dust and pollutants into the air, which could have impacts on human health and plant life, and create a general disturbance to people. § The potential discovery of asbestos in those buildings required to be demolished for the construction of the CRL resulting in potential risk to human health.

§ Air Quality technical report Appendix 7, Volume 3

1 4 6

§ Incorporation of procedures within the CEMP which include: § Measures which identify when works need to temporarily cease in the event that hazardous material is exposed; § Measures to be implemented for the quick and safe removal (including measures to ensure that no dust is discharged during removal / transport) of hazardous odorous material from the site; § Measures for the safe identification and removal of asbestos; § Monitoring procedures.

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7.13

Effects on Trees / Vegetation

The technical assessment report for tree / vegetation removal is contained in Appendix 8: Volume 3 of the NoR suite of documents. This has been prepared by Boffa Miskell Ltd. A survey of the trees located within the CRL designation footprint has been undertaken and is contained within the technical report. A total of 206 trees have been identified. Of these 160 are located on land owned by Auckland Council (primarily within road reserve). However, of these only 42 trees or tree groups are located within the surface designation areas as potentially affected. The balance are all outside the designation footprint but may be above the strata or sub-strata designations that are proposed. The trees are located above the sub-strata designation (two tunnels or station sub-strata areas), while not directly affected by the CRL, have been identified as potentially affected (by groundwater drawdown), and although that activity will be the subject of a future resource consent, a method for monitoring this has been included in the provisions of the CEMP. Sections 6.3.8, 6.4.8, 6.5.8, and 6.6.8 of this AEE provide a summary of the existing environment including the trees currently found along the CRL route, including those outside the designation footprint. The majority of the trees are exotic. Sections 6.1.1 and 6.1.2 of the technical tree assessment report sets out the Auckland Council District Plan rules for tree protection including the permitted activities.

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TE 1

§ Loss of trees / vegetation in the city centre area from the removal of 19 evergreen magnolia trees and 1 oriental plane tree (known as the Harvey Tree) along the Albert Street corridor as a result of the cut and cover construction works. § It is noted that magnolia trees are can tolerate transplanting and relocation and therefore this should be considered as part of the tree delivery work plan to be developed at construction time (see methods to manage adverse effects).

Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

Identified Actual and Potential Effect and Commentary

NoR

Table 7.13 Effects on Trees

Cross References (as applicable)

§ Tree assessment technical report Appendix 8, Volume 3

§ Loss of trees/ vegetation in the city centre area from the removal of 18 trees or groups of trees from area around Karangahape and Newton as a result of surface construction works. These trees are not considered by the technical expert to be outstanding specimens. The trees include pohutukawa which could feasibly be relocated.

§ Implementation of the CEMP which: § provides the outcomes of a tree assessment (undertaken prior to physical construction works occurring in this area) which: § confirms the number of trees affected by the construction works;

§ the health (including structural integrity) and age of the trees;

· ·

§ which trees can be transplanted or relocated to temporary storage during construction

§ There are a number of kauri trees located in QE2S which will require removal in order to construct the two tunnels through this area under a cut and cover construction methodology. It is noted that these trees are currently housed in ‘pots’ imbedded into the ground and therefore these can be relocated / stored during the construction period. TE 2

Methods to Manage Adverse Effects

§ details the liaison and input into the UDF for the replanting of suitable trees in this location as part of the reinstatement of this area

4 5

· ·

§ Tree assessment technical report Appendix 8, Volume 3

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Temporary Effect

Permanent Effect

Adverse Effect

Positive Effect

NoR

Identified Actual and Potential Effect and Commentary

Cross References (as applicable)

Methods to Manage Adverse Effects

§ the health (including structural integrity) and age of the trees; § which trees can be transplanted or relocated to temporary storage during construction § details the liaison and input into the UDF for the replanting of suitable trees in this location as part of the reinstatement of this area TE 3

§ The potential severance of tree routes or damage to tree branches as a result of:

§ Tree assessment technical report Appendix 8, Volume 3

§ Physical works occurring within the dripline of trees not removed for construction of the CRL; § Physical works occurring within the branch line of trees not removed for construction of the CRL;

§ Storage areas for machinery, equipment, materials and spoil being located too close to trees;

§ Heat damage from exhaust fumes or similar discharges onto tree trunks or canopy’s; § Toxic run off / spills; § Damage arising from physical impacts of vehicles into trees.

· ·

§ Implementation of the CEMP which: § Identifies which trees (which are not removed) within the designation surface areas require protection measures during physical construction works or operation of the sites during construction § Confirms the protection measures to be implemented (these may include – protective fencing, undertaking certain works with hand tools, training of construction staff regarding the use of vehicles and other machinery around trees under protection)

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7.14

Loss of Property

This section of the AEE pertains to the effects of loss of land or property rights as a result of the proposed CRL designation. These effects relate to those properties which are within the CRL designation footprint (surface, strata, and sub-strata designations118). Land within the CRL proposed footprint is shown on the land requirement plans attached to each NoR Form in Volume 1 of the CRL NoR suite of documents. A mix of public land, owned by Auckland Council including road reserve and car parking sites, and private land is included within the CRL designation footprint. Table 7.14 at the end of this section provides a summary of the land included within the proposed designation, noting whether it is public or private owned land, whether it is required at surface or below ground (strata or sub-strata), and outlining the reasons for its inclusion in the proposed designation footprint. Appendix 3 to this AEE sets out a summary of the acquisition process and process proposed by AT in relation to land within the designation footprint. Overview of Effects from Loss of Property Land in private ownership is required within a surface designation for the construction, operation and maintenance of the CRL and its ancillary activities, including where:

118

Ground is unsuitable for tunnel boring or other conventional tunnelling methods and therefore cut and cover construction is likely;

Land is needed to construct, operate and maintain Karangahape and Newton Stations, including plant and ventilation equipment associated with the stations and the two tunnels;

Land is needed to connect the CRL tracks to the NAL tracks, with the ability to construct, operate and maintain both an easterly and westerly connection;

A construction site area is required for the construction of the Project including provision for assembly, disassembly and the launching of the TBM;

Land is needed to undertake works necessary to grade separate Normanby Road and Porters Avenue over the rail corridor; and

See section 2.2.3 of this AEE for a definition of these terms.

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Âˇ

Land is necessary for safety reasons including to manage traffic or control access and to mitigate adverse effects of the project.

The effects of designating both privately owned land and public owned land outside of road reserve at the surface is the loss of use of all or some of the land for activities other than the CRL. These effects include the displacement and relocation of people and activities, including residential and commercial activities, and can be permanent or temporary. The PWA provides a mechanism under the NoR process for acquiring and / or compensating for loss (such as temporary occupation) for both surface and sub-strata land. Where land is required for use and construction, or long term operation, the properties can be acquired allowing the owners to be compensated and move on / relocate. However, the effects of land loss are not always so tangible and may include sense of displacement, loss of emotional attachments, feelings of uncertainty and anxiety. These are more difficult to mitigate and are discussed under social impact effects in section 7.15 of this AEE. Displacement, restrictions on undertaking activities or relocation may occur for a temporary time over the construction period. The designation will allow for temporary occupation or control. This will provide AT with the ability to manage any adverse effects without necessarily acquiring the land permanently although this may be necessary if temporary arrangements canâ&#x20AC;&#x2122;t be agreed. For example, temporary restrictions or occupation may need to be negotiated to allow for alternative access to properties and / or buildings to be provided safely for vehicles and / or pedestrians. In some circumstances temporary relocation of occupiers may be required. The displacement and relocation of people and activities (whether temporary or permanent), as discussed above, generates social effects, and these are covered in section 7.15 below. The surface designation may in some areas be up lifted or drawn back in the future following the construction of the CRL. This may include reducing the surface designation to a sub-strata level under roads, public and privately owned land. The alignment of the two tunnels and the placement of the stations between Britomart and the NAL, including the corresponding designation footprint, have where possible and practicable been located either under Council road reserve or at a sub-strata level below ground and generally at a depth which will minimise constraints on the ability to develop the land above. It is acknowledged that this will have impacts potentially on future development. Development above the sub-strata designation for the tunnels is not precluded, but is restricted in order to protect the integrity of the structures below. Localised construction areas to support the construction of Karangahape and Newton Stations have been identified. For Karangahape Station this will affect private land which is undeveloped (an open carpark), and private land which is developed at the southern end of Mercury Lane. For Newton this localised construction area is on publicly owned land (the open air car park on the northeast corner of Mt Eden Road and Symonds Street). The proposed designation for the construction, operation and maintenance of the connection of the CRL and NAL tracks, utilises the existing rail corridor as far as practicable to minimise land impacts. Due to the additional tracks and associated infrastructure, some private land is required alongside the existing rail corridor. The rail geometrics curve in this area, and this along with the requirement to provide access to construction works,

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requires additional land outside the existing NAL. Additionally, land is required to facilitate the grade separation of Porters Avenue and Normanby Road over the rail corridor below. Specific Effects from Loss of Property – Surface designation areas This section of the AEE describes the effects from the loss of property (as a result of the surface designation). Downtown Shopping Centre Site The Downtown Shopping Centre Site is required for the cut and cover construction of the two rail tunnels. In the long term, part of the site is needed at a sub-strata level for the operation and maintenance of the two tunnels. Following the construction of the two rail tunnels it is anticipated that the designation will be drawn back to a sub-strata level and the site reinstated to provide for redevelopment. At this stage acquisition of the site would be necessary to provide for the work. Aotea Station The privately owned property which contains the City Central Hotel (on the northeast corner of Albert and Wellesley Streets), the privately owned properties which contain the buildings located on the northwest corner of Albert and Victoria Streets (known as Martha’s corner), and the Auckland Council owned property which contains the building known as the ‘Griffiths Building’ and the car park behind Bledisloe House, are required permanently for the construction, operation and maintenance of Aotea Station. This land will be occupied by station entrances, services and utilities, including ventilation at each end of the station and emergency access. This will result in the loss of the City Centre Hotel building, and may result in the loss of the other buildings (although adaptive reuse and integration of these buildings into the station design is to be investigated thoroughly before any removal is contemplated), as well as the displacement and relocation for the current occupiers of these sites. The City Central Hotel building will be demolished to accommodate permanent services and utilities associated with the operation of Aotea Station. It may also provide an entrance into the station as well. Importantly, during the construction of Aotea Station this site may provide temporary access into the neighbouring Crowne Plaza Hotel including to its service entrance located in lower Albert Street, to the Hotel forecourt and main entrance, and access into the car parking building associated with the complex. The siting, configuration and concept design for the Station included consideration of desirable entry points, urban design opportunities for improving the public realm and strengthening corner sites, optimisation of the station layout to contain where possible services and utilities within the station ‘box’, and the existing built environment surrounding the Aotea Station site which is predominantly tall buildings containing commercial office’s and apartments and hotels.

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Karangahape Station The land which accommodates the Supper Club (adjoining the old underground toilets) on Beresford Square is required permanently for the construction, operation and maintenance of Karangahape Station. This area is proposed as the main station entrance where a shaft will be mined to provide the path to the platform levels some 34m below. This is located at the northern end of the station and will house required services and utilities, including ventilation. This will require the acquisition and demolition of the building and the closure of the business, resulting in displacement effects and relocation. No other surface property in the Beresford Square area is required permanently under the CRL designation. Alternative options for the main location of the station are limited in this area without the removal of a number of properties and buildings. Additionally, it is not possible to place a permanent entrance in the road reserve area without creating significant effects and displacement to the road transport network. Beresford Square provides an ideal location due to the space it provides, and minimises effects on private land. The site which contains the Hopetoun Alpha Function Centre and associated car park is required during the construction of the CRL. The building itself is not required to be altered during the construction works. It is the car parking area with the site to the west of the building which will be utilised as a localised construction site to support the construction of the main station entrance shaft and mined side platforms for Karangahape Station. Following the construction of the station the car park can be reinstated or the land developed. The car parking area was selected as a localised construction site given its undeveloped nature, particularly given the heritage and character of adjacent and surround buildings, and its proximity to Beresford Square. Due to the need to use the car parking area during construction it is recognised that the use of the function centre during this time will need to be managed and may be compromised (e.g. by its resource consent conditions). For this reason the whole site has been included in the surface designation footprint. Access to the building can be retained from Pitt Street and from Beresford Square during the construction period. Discussions with the landowner / function centre operator to discuss resource consent implications and around managing the use of the building and car parking will need to occur and are underway. Privately owned land is required in Mercury Lane for the construction, operation and maintenance of Karangahape Station including the second entrance into the station and required services and utilities, including ventilation. Under the indicative concept design119 a second entrance is proposed to enable flexibility in the provision of fire life and safety (emergency egress and ingress) and for patronage. The land will be also be used as the localised construction site for the entry shaft and mined station below. Private land at the southern end of Mercury Lane on the western side will be acquired for these works. The land includes the food court and Chinese supermarket (at Mercury Plaza at the southern end of Mercury Lane), a private residence, and other businesses. This will result in displacement and relocation for the current occupiers of these sites. It is possible that, following construction of this station entrance, the designation may be drawn back to surface requirements for the entrance footprint, and sub-strata

119

Concept Design Report Appendix 13: Volume 3 CRL NoR suite of documents

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requirements for the station below. This may offer opportunities for redevelopment, especially as a station entry in this location is likely to have positive benefits in terms of revitalising and re-establishing the area between Karangahape Road and the CMJ120. The location of this entrance was chosen in consideration of the other buildings and land uses in the vicinity, which are generally character or heritage buildings. The open air car parking area immediately adjacent the Karangahape Road car parking building (operated by AT) on the western side at the southern end of Mercury Lane, although privately owned, is not large enough to accommodate the station entry and required construction area. The George Court Building and the Mercury Theatre Building, both located on Mercury Lane and both scheduled heritage buildings, are avoided by surface works. However, both are impacted by sub-strata land requirements. Newton Station Two private properties are proposed to be acquired for the construction, operation and maintenance of Newton Station (including required services, utilities, and ventilation), on the corner of Symonds Street with Basque Road. These are required for the main entry into the station. Newton Station is proposed to be around 40m below ground level. A deep shaft will provide access down to the station platform levels for construction and eventually operation. Of these two sites, one is currently a vacant site and the other is owned and occupied by the Auckland Chinese Community Centre. The effect is the permanent loss of land for the owners, and in the case of the Auckland Chinese Community Centre, closure and relocation. Opportunity exists to permanently relocate within the area, particularly within the area of land to the immediate south which will be released post construction of the connection of the CRL to the NAL. This is likely to necessitate a temporary shift while construction is taking place. While relocation may be possible, the acquisition of the property will allow for replacement, however, it is recognised that effects of displacement and relocation will remain. At the northern end of the station private land is to be acquired for the construction, operation and maintenance of the second shaft entry into Newton Station below. Under the indicative concept design121 a second entrance is proposed to provide for fire life and safety requirements (emergency egress and ingress). This may also house services and utilities, including ventilation. It is not anticipated at this stage that this second entry will be used for passengers. Consequently, following construction, surface land not required for the continued operation and maintenance of this entrance may be drawn back to sub-strata designation requirements, potentially allowing for redevelopment opportunities.

120

The 2012 Option Evaluation Summary Report (Appendix 12: Volume 3 of the CRL NoR suite of documents) and the CCMP discuss this opportunity further.

121

Concept Design Report Appendix 13: Volume 3 CRL NoR suite of documents

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Main construction site area The main construction site for the Project works will be located between Nikau Street in the north, MT Eden Road and Flower Street in the east, and Porters Avenue in the west. The impact of the proposed designation in this area is significant during construction as the surface land is anticipated to be unavailable for other land use activities for 5 to 6 years. This will require the relocation of a number of residential, commercial and light industrial properties. The loss of this land is a significant effect due to the size of the consolidated area being taken during construction and also for a period of redevelopment post construction. There is also the potential effect of this land being ‘blighted’ pre construction (due to the designation), and post construction (from the demolition of the existing buildings, the cut and cover construction of the underground tunnels, the covering of the tunnels and the availability of vacant land above). The designation is proposed to have a lapse period of twenty years for reasons set out in section 2.2.7 of this AEE. The presence of the designation may cause reticence in investment and development or create uncertainty in terms of lease and tenancy arrangements. However, it is important to plan for the Project and secure the land via the designation at this stage to enable the CRL to be built and operated in the future. Acquisition of properties will allow the owners to be compensated and move on or relocate and in that way mitigates the effects on affected landowners. However it is recognised that effects of displacement and relocation may remain. Also the potential lack of reinvestment may create an unattractive environment (‘blighting’). The effects of ‘blighting’ can be mitigated through the implementation of a property strategy which could include the following: ·

Agreements with owners who are wishing to stay until construction time;

Purchase and lease back arrangements with current owner / occupiers who are wishing to stay until construction time;

Leasing durations (including managing these to align with construction timing);

Property maintenance and upkeep on properties acquired;

Methods to maintain properties in their current state until required for construction;

Methods to maintain amenity such as ‘greening’ of properties if buildings are demolished some time prior to construction;

Between now and construction the development of a strategy around transit orientated development and / or comprehensive Masterplans for the redevelopment of the land, including engagement with parties such as Auckland Council, other crown agencies, and private developers;

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To assist with the rate of redevelopment (i.e. uptake), promotion post construction and operation of the stations of development land opportunities â&#x20AC;&#x201C; the stations are anticipated to attract development back into areas and offer opportunities for transit orientated development and other landuse and social benefits.

Connection to the NAL - Normanby Road area and Porters Avenue area Private land is required permanently on the northern side of the NAL corridor between Mt Eden Road and Normanby Road to accommodate the CRL tracks eastern connection to the Auckland Rail Network. Two properties at the Mt Eden Road end will be acquired in order to construct the CRL works. The effect is the permanent loss of land for the owners along with displacement and relocation. Undeveloped land at the Normanby Road end (leased by Auckland Council) is partially required for the construction, operation and maintenance of the CRL works and is included within the designation footprint. The portion of the land proposed to be acquired for the works still leaves the balance of the property of a sufficient size to enable it to be developed. Private land is to be acquired for the construction of the CRL on the southern side of the NAL corridor between Mt Eden Road and Normanby Road. This is for access, the construction of retaining walls and other structures on the boundary of the NAL corridor to support CRL track works. This land includes existing car parking areas associated with two properties and a strip of land associated with the Ministry of Corrections site on the eastern side of Normanby Road. The land being designated on the Ministry of Corrections site is to provide a temporary level road crossing over the rail corridor, and the re-grading of the access resulting from the grade separation of Normanby Road over the rail corridor. The Ministry of Corrections has designated its site and therefore the CRL designation will be a secondary designation. Private land is also required in the vicinity of Porters Avenue. This is for the construction of retaining structures to support rail tracks, the accommodation of new rail tracks, and for the grade separation of Porters Avenue over the rail corridor (including a temporary level road crossing over the rail corridor). Access to these properties during and post construction has been discussed under Road Transport Effects in section 7.5 of this AEE. Land which is not required following construction may be able to be reconfigured for development. Private property in Fenton Street and at the eastern end of Haultain Street is to be acquired in order to form new street connections to Porters Avenue (once it has been grade separated over the rail corridor). This will likely create disruption and feelings of dislocation, along with potential anxiety for residents who, while being compensated, will need to relocate. An area of land along the frontage of 3 properties in Haultain Street122 is to be acquired in order to realign Haultain Street to the south (to accommodate the grade separation of Porters Avenue and the additional rail tracks). Access into these sites may alter and the lots sizes will reduce but

122

See NoR 6 (Volume 1: CRL NoR suite of documents) and the associated schedule of affected properties for the area of land required.

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the land being acquired at the front of the sites does not impact on any buildings or the general existing site configuration. Owners will be compensated for the land to be acquired, and new / reinstated boundary treatment will be offered and agreed. On-going communications and liaison will keep owners informed and to will assist to mitigate the impact. Specific Effects from Loss of Property – Sub-strata designation areas Sub-strata land (proposed to be designated under NoR 2, 4, and 5) will be acquired for the two rail tunnels and Karangahape and Newton Stations. Portions of sub-strata land will be acquired and may limit development rights for surface landowners. In particular the two tunnels run under private property at the southern end of Vincent Street, along Pitt Street, and between the CMJ and Newton Station. The PWA provides a process for acquisition and / or compensation for loss of sub-strata land and / or development rights. Specific Effects from Loss of Property – Strata (Protection) designation areas The strata designation (proposed under NoR 3) sits above the sub-strata land (proposed under NoR 2), except at Karangahape or Newton Station. This designation is proposed to start at 5m below natural ground level (the surface) and will extend down to the top of the sub-strata designation for the two tunnels. The depth of the strata designation will vary due to the changing topography above. It is anticipated that it will be fixed at final survey following completion of the construction works. The strata designation does not authorise any CRL physical works but protects the two tunnels below. It does not automatically preclude development within this ‘protection’ area, rather it provides the mechanism (under section 176(1)(b) of the RMA) for agreement to be reached with AT that development in the protection area can proceed providing that the integrity of the tunnels below is retained. Section 176(1)(b) of the RMA provides the ability for approval for development to be sought and obtained providing it does not hinder or prevent the CRL works authorised by the designation. Depending on the size and extent, and particularly the depth and loading of any foundations / piles or basements associated with a proposed development, it is anticipated that development may be able to occur in a number of areas covered by this designation. The PWA provides a process for compensating for loss of land and / or development rights and this extends to this protection designation.

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Table 7.14 Summary of land included within proposed CRL designation footprint NoR 1

Designation Type Surface

Surface

Public or Private Land Public – road reserve

Public - public owned space outside road reserve areas

Affected Land Parcels § Including Galway Street, Tyler Street, Queen Street, QE2S, Customs Street, Albert Street, Victoria Street, Wellesley Street, Mayoral Drive § Including QE2S the Auckland Council open air car park behind the Bledisloe building and includes the building known as the Griffiths Building

Reason for Inclusion in CRL Designation § Construction, operation and maintenance of the two rail tunnels between Britomart and Aotea Station § Construction, operation and maintenance of Aotea Station § Construction, operation and maintenance of the two rail tunnels underneath QE2S § Construction, operation and maintenance of Aotea Station § Localised construction sites (both areas) to support construction of the two tunnels and Aotea Station

Surface

Private – various buildings

Including: § Downtown Shopping Centre § Martha’s Corner buildings – located on the northwest corner of Albert and Victoria Streets

§ Construction, operation and maintenance of the two rail tunnels underneath the Downtown Shopping Centre site § Construction, operation and maintenance of Aotea Station

§ City Central Hotel – located on the northeast corner of Albert and Wellesley Streets 2, 4 & 5

2, 4 & 5

Sub-strata

Surface

Public – road reserve

§ Including Mayoral Drive, Vincent Street, Greys Avenue, Pitt Street, Poynton Terrace, Beresford Square, Karangahape Road, Mercury Lane, Canada Street, CMJ, Don McKinnon Drive, Upper Queen Street, St Benedicts Street, Newton Road, Symonds Street, Mt Eden Raod, New North Road § Including Pitt Street, Beresford Square, Karangahape Road, Mercury Lane, Symonds Street, Mt Eden Raod, New North Road

§ Construction, operation and maintenance of the two rail tunnels between Aotea Station and south of Newton Station § Construction, operation and maintenance of Karangahape Station and Newton Station § Construction, operation and maintenance of the two rail tunnels between Aotea Station and south of Newton Station § Construction, operation and maintenance of Karangahape Station and Newton Station

2&3

Sub-strata

Private – various buildings

Including: § Properties located at the southern end western

§ Construction, operation and maintenance of the two rail tunnels between Aotea Station and south of Newton

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NoR

Designation Type

Public or Private Land

Affected Land Parcels side of Vincent Street

Reason for Inclusion in CRL Designation Station

§ The YMCA complex – located on the corner of Vincent Street, Greys Avenue and Pitt Street § The Auckland Central Fire Station – located on the eastern side of Pitt Street § The Hopetoun Alpha Apartments – located on the western side of Pitt Street at its intersection with Hopetoun Street § The St Johns Ambulance Station – located on the eastern side of Pitt Street § The Chatham Hotel – located on the eastern side of Pitt Street § Properties located on the western side of Pitt Street § Properties located between CMJ and Newton Station (accessed off Upper Queen Street, St Benedicts Street, Symonds Street and Newton Road) § Properties located on New North Road by its intersection with Flower Street 2&4

Sub-strata

Public - public owned property outside road reserve areas

§ Including Karangahape Road car parking building (operated by AT)

§ Construction, operation and maintenance of the two rail tunnels between Aotea Station and south of Newton Station § Construction, operation and maintenance of Karangahape Station

2&4

Sub-strata

Private – various buildings

§ Including Properties located on the eastern side of Pitt Street / Mercury Lane between Poynton Terrace and Canada Street – commercial premises, George Court

§ Construction, operation and maintenance of the two rail tunnels between Aotea Station and south of Newton Station § Construction, operation and maintenance of Karangahape

§ Including Properties located on the western side

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NoR

Designation Type

Public or Private Land

Affected Land Parcels of Pitt Street / Mercury Lane between Beresford Square and Canada Street

2&5

Sub-strata

Surface

Private – various buildings

Reason for Inclusion in CRL Designation Station

§ Including Properties located on the western side of Symonds Street between Newton Road and New North Road

§ Construction, operation and maintenance of the two rail tunnels between Aotea Station and south of Newton Station

§ Including Properties located on both sides of New North Road between its intersection with Symonds / Mt Eden Road and Flower Street

§ Construction, operation and maintenance of Newton Station

§ Including The Hopetoun Alpha function centre on Beresford Square

§ Construction, operation and maintenance of the two rail tunnels between Aotea Station and south of Newton Station

§ Including Properties located at the southern end of Mercury Lane on the western side, and at the southern end of East Street on the eastern side

§ Construction, operation and maintenance of Karangahape Station

Surface

Public - public owned property outside road reserve areas

§ Including open air car parking area on the northeast corner of the intersection of Symonds Street, Mt Eden and New North Roads (operated by AT)

§ Construction of Newton Station

Surface

Public – road reserve

§ Including Flower Street, Shaddock Street, Ruru Street, Nikau Street, Ngahura Street, Porters Avenue, Fenton Street, Haultain Street, Mt Eden Road, Normanby Road, Boston Road, Nugent Street, Lauder Road

§ Construction, operation and maintenance of the connection of the CRL to the NAL, including realignment of the NAL tracks to accommodate the CRL tracks in between § The main construction site area for the construction of the CRL § The construction of the grade separation of Porters Avenue and Normanby Road over the rail corridor § The replacement of the Mt Eden Road bridge to accommodate the CRL tracks below

Surface

Private – various buildings

§ Including Properties located on Flower Street, Nikau Street, Shaddock Street, Ruru Street, Ngahura Street, Porters Avenue on the northern

§ Construction, operation and maintenance of the connection of the CRL to the NAL, including realignment of the NAL tracks to accommodate the CRL tracks in between

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NoR

Designation Type

Public or Private Land

Affected Land Parcels side of the NAL, Mt Eden Road, Enfield Street, Normanby Road ยง Properties located on Fenton and Haultain Streets

Reason for Inclusion in CRL Designation ยง The main construction site area for the construction of the CRL ยง The construction of the grade separation of Porters Avenue and Normanby Road over the rail corridor ยง The replacement of the Mt Eden Road bridge to accommodate the CRL tracks below

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7.15

Social Impact Assessment

Figure 2.1 (in section 2.1.1 of this AEE) shows the anticipated delivery approach for the CRL Project and the likely subsequent stages required to construct and operate the CRL. This current phase to confirm the designation is one of the first steps in the overall project delivery process. AT has begun consultation with landowners directly affected by the CRL designation footprint. As stated in section 5 of this AEE, consultation is an on-going engagement process with landowners (both directly affected and affected in proximity) and the wider community. From the consultation undertaken to date initial feedback has been received. This is provided and discussed later in this section. Social impact effects will continue to arise as the CRL Project progresses and further consultation is undertaken and feedback received. On-going consultation along with the identification of site specific methods for mitigation can be included and implemented through the Communications Plan under the EMF. Social effects predominantly relate to people’s appreciation of their amenity and how they interact with the environment within which they are located. A number of factors contribute to this appreciation and in relation to the proposed CRL designation these may include effects on or from: ·

Health and safety;

Mobility (vehicular, pedestrian, cycling, public transport);

Access (to property, businesses including retail shops, food and beverage premises, other entertainment or recreational facilities);

Noise and vibration;

Dust and odour;

Visual amenity;

Stress:

caused by nuisance associated with construction period including from physical disruptions to access, businesses and places of employment, and sleep;

feelings of uncertainty, dislocation and anxiety as a result of the designation pre construction;

(Potential) loss of business income due to access and visibility restrictions and stress associated with this;

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People’s ability to feel safe and secure e.g. around construction site areas from hoardings, narrowed pedestrian footpaths.

People’s appreciation of their amenity and how they interact with the environment can also extend to positive effects and for the CRL Project these include: ·

Enhanced pedestrian environments around station entrances;

The likelihood of more amenities in and around station locations for those that live or work in the area;

Greater accessibility to and from the city centre area for work and education, social and family, health and leisure, entertainment and cultural activities;

Greater accessibility to and from other centres on the rail network for work and education, social and family, health and leisure, entertainment and cultural activities.

As discussed in this AEE earlier, the CRL will be predominantly underground once constructed. During construction the majority of adverse effects will occur where surface construction works are occurring. Given this, a number of the factors which contribute to people’s appreciation of their amenity and how they interact with the environment have been assessed under other effects sections within this section (section 7) of this AEE. This includes health and safety, mobility, access, noise and vibration, dust and odour. Similarly, land use effects in relation to the CRL project, given it is predominantly underground and the greatest adverse effects will occur during construction, are predominantly either amenity effects (discussed in this section and others as stated above), effects in terms of access (assessed under road transport and connectivity effects, section 7.5), and effects on property (assessed under property loss effects, section 7.14). From the initial consultation undertaken the following has been raised in relation to social impacts: · · · · · · ·

The Project has created uncertainty for “me and/or my business”, while in certain instances more ‘certainty’ has been provided than the broad alignment landowners were previously aware of from the work undertaken by KiwiRail and ARTA in 2009/2010; The desire for a replacement property of similar standard and affordability in this general location; The Project may reduce the land supply and increase demand in the area; How the compensation process works and its principles of fairness; Maintaining property access during construction; Concern for existing tenants and their compensation; Concern existing leases are expiring and getting new tenants is difficult due to the Project;

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· ·

Concern about the amount of time required to find a replacement property suitable for specialist businesses; Concerns about impact on heritage buildings.

These matters have been assessed as part of the loss of property effects (section 7.14). Social impact effects not addressed elsewhere include: ·

Intangible effects of loss of property – i.e. sense of displacement, loss of emotional attachments, feelings of anxiety and uncertainty (relocation away from proximity to family and community or services, schools, work, church);

Concern around loss of community cultural facilities - e.g. Chinese Centre;

Amenity effects in relation to visual impacts.

These are assessed below. Less tangible effects of loss of property Section 7.14, loss of property effects, touched on the less tangible effects that people may experience if they are displaced or relocated as a result of property acquisition for the CRL designation. These effects (which include sense of displacement, loss of emotional attachment to places, feelings of uncertainty and anxiety) are difficult to quantify and will be experienced at different levels by different people. These effects are not able to be completely avoided. Methods to mitigate these effects include on-going and regular communications and liaison with those affected to provide where able certainty about timing for project works, relocation and acquisition. Concern around loss of community cultural facilities Similar to the loss of property effects described immediately above, people will experience intangible effects associated with displacement, loss of emotional attachment to places, feelings of uncertainty and anxiety from the acquisition and removal of the Chinese Community Centre, and Life Centre at Mt Eden Road. These effects are not able to be completely avoided. Methods to mitigate these effects include on-going and regular communications and liaison with those affected to provide where able certainty about timing for project works, relocation and acquisition.

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Amenity effects in relation to visual impacts Amenity in relation to visual impacts for the CRL Project pertains to the views of the surface construction including the main construction site area (located between Nikau Street in the north, MT Eden Road and Flower Street in the east, and Porters Avenue in the west where the CRL connects to the NAL), the station precinct areas, and the underground portals of the CRL tunnels as it connects with the NAL. The predominant visual effects will relate to the main construction site area. The topography in this area means that the construction site area will be overlooked by a number of surrounding properties. Although the construction of the CRL is temporary, it is acknowledged that the duration of main construction period is anticipated to be in operation is 5 to 6 years. While the surrounding environment to this main construction site is predominantly commercial and light industrial, it is recognised that there are a number of apartments and other bespoke residences in this â&#x20AC;&#x2DC;mixed useâ&#x20AC;&#x2122; area. The extent and appreciation of the visual effect of the construction site will vary between people. Some will find the view interesting while others will see it as visually unpleasing. Mitigation of these effects is difficult but could include such methods as attractive screening; screening with viewing platforms or windows (as construction activity to construct the two tunnels along with works associated with the TBM will be located within this site which may be of interest to people); a high level of engagement with the local community through Project newsletters, site open days, establishment of a community liaison group. These methods have all been used with success on other recent infrastructure projects undertaken in the Auckland area (including Newmarket Viaduct replacement, Victoria Park Tunnel, and now on Waterview Connection). Construction activity occurring at the other sites where surface works are proposed will potentially have some visual effect but this is the same as these will be more typical in size with an inner city construction site and will occur over a shorter duration than the operation of the main site. Similar mitigation measures as outlined above could be implemented. The visual impacts likely to be generated from the Station precinct areas are anticipated to be positive as the design of these areas will be driven by the principles outlined in the UDF123, and for the stations those principles outlined in the CDR124. The visual impacts potentially generated from the existence of the tunnel portals where the CRL joins the NAL will be negligible. Each tunnel is only approximately 7m in external diameter (approximately 6m internal diameter), and due to the gradient requirements for rail, these will exist at some depth below the surface. The rail lines will leave the portals while still below surface level and will climb to the surface in an open trench. There will be no portal structures above ground. Additionally, the CRL tracks will rise to the surface within the existing NAL rail corridor to connect with the NAL tracks.

123

Appendix 9: Volume 3 CRL NoR suite of documents

124

Appendix 13: Volume 3 CRL NoR suite of documents

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Statutory Assessment

8.1

Summary

The purpose of the statutory planning assessment is to provide analysis of the Project against the relevant policy framework within which the designations are sought. Section 2.2 of this AEE has set out the statutory framework under which the CRL NoR sit and the relevant provisions of the RMA. Overall the assessment of the CRL against the relevant provisions of the RMA, including Part 2 and policy statements and plans, and has concluded that the Project is generally consistent and not inconsistent with the purpose and principles of the RMA, or key policy documents, particularly the Auckland Plan and the RLTS. The proposed designation and work is necessary to achieve ATs objectives and the CRL Project objectives, and adequate consideration has been given to alternative sites, routes and methods. The potential adverse effects of the CRL Project are generally associated with construction and are temporary in duration, or can be managed and mitigated such that overall the Project meets the purpose and principles of the RMA. The main conclusions of the statutory planning assessment are: ·

· · ·

Overall, the Project is generally consistent and not inconsistent with, and will give effect to (where required) the relevant objectives and policies of the statutory and non-statutory planning documents; The strategic importance of the Project is to unlock the potential of Auckland’s rapid rail transit network by increasing the overall network capacity and accessing the city centre thereby improving resilience of the strategic transport network; The Project will provide for economic growth by supporting regional and national economic development opportunities, underpin development in the City Centre and stimulate inner city development by providing new major transport hubs around the new underground rail stations; The Project promotes the sustainable management of natural and physical resources. It is intended to meet the growing transportation needs of the region, in accordance with the overall strategic transport and growth plans for Auckland, and does not preclude opportunities for other rail projects to be implemented in the future such as a connection to the North Shore or Airport; The Project safe-guards the life-supporting capacity of air, soils, water and ecosystems; Any potential adverse Project effects on the environment can be adequately avoided, remedied, or mitigated; The Project provides for, and will respond to the matters in sections 6, 7 and 8 of the RMA.

The statutory planning assessment concludes that the Project will have a number of positive benefits and some potential adverse effects, generally temporary in nature and occurring during the construction of the CRL. Overall, the statutory assessment concludes that the Project is appropriate when considering the statutory tests of the RMA.

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8.2

Introduction

The Auckland Council must have regard to the relevant provisions of the RMA, any national policy statement, national environmental standard, and regional and district planning documents when considering the effects on the environment of allowing an NoR. This section of the AEE provides a summary of the statutory planning assessment undertaken for the CRL NoR. Additional supporting statutory planning assessment is contained in Appendix 7125.

8.3

Statutory Framework

The statutory framework under which this statutory planning assessment has been undertaken is set out below. Statutory Legislative Framework · · · · · · · ·

Resource Management Act 1991; National Environmental Standard for Assessing and Managing Contaminants in Soil; National Environmental Standards for Air Quality; Local Government (Auckland Council) Act 2009; Land Transport Management Act 2003; Public Transport Management Act 2008; New Zealand Historic Places Act 1993; and The Hauraki Gulf Marine Park Act 2000.

Non Statutory Framework ·

New Zealand Transport Strategy.

Relevant Auckland statutory planning documents RMA Statutory Planning Documents · · · ·

Auckland Council Regional Policy Statement; Auckland Council Regional Plan: Air, Land and Water; Auckland Council District Plan: Isthmus Section; and Auckland District Plan: Central Area Section.

Local Government Statutory Planning Documents ·

Auckland Plan;

· ·

Auckland Long-Term Plan 2012-2022; Auckland Regional Land Transport Strategy 2010-2040; and

Auckland Regional Land Transport Programme 2012-2022.

Transport Planning Documents ·

125

Auckland Regional Public Transport Plan 2010.

Volume 2: CRL NoR suite of documents.

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Relevant non-statutory planning documents Strategic Documents · · ·

City Centre Masterplan 2012; Waterfront Masterplan 2012; and Economic Development Strategy 2012.

Transportation Documents · · ·

8.4

Auckland Transport Plan 2009 (ARTA); Auckland Passenger Transport Network Plan 2006-2016 (ARTA); and Rail Development Plan 2006/2016 (ARTA).

Consideration of Notices of Requirement

As outlined in section 2.2.1, AT has served six (6) NoR on Auckland Council to designate the CRL for construction, operation, and maintenance. The NoR include surface designations, strata designation (protection purposes), and sub-strata designations. Section 2.2.1 of this AEE contains the section 171 provisions of the RMA. Section 171 RMA sets out the matters a territorial authority must have particular regard to when considering the effects on the environment of allowing the NoR. Most significantly this assessment is subject to Part 2 which sets out the purpose (Section 5) and principles (Section 6-8) of the RMA. Section 8.5 is the assessment of the Project against the provisions of Part 2 RMA, followed by a summary assessment of the provisions of section 171. Section 8.6 of this AEE provides the assessment of the Project against the relevant RMA environmental standards, policies, and plans. Section 8.7 of this AEE provides the summary assessment of the Project against other statutory legislation. Section 8.8 of this AEE provides the summary assessment of the Project against the relevant National statutory planning documents. Section 8.9 of this AEE provides the summary assessment of the Project against the relevant local government statutory planning documents. Section 8.10 of this AEE provides the summary assessment of the Project against the relevant nonstatutory documents.

8.5

Part 2 RMA and Section 171 Provisions

8.5.1

RMA Part 2 Purpose and Principles (Section 5)

Section 2.2.1 of this AEE has set out the Purpose of the RMA. With regard to this Purpose the following comments are made: ·

Land in the city centre area is a limited resource. The Project sustainably manages this scarce resource by constructing an underground public transport connection with limited surface disturbance that preserves the existing road network. It will contribute to reducing congestion and therefore lessen energy consumed on the existing road network.

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· · · ·

8.5.2

The Project assists in promoting the efficient use of land by encouraging intensification around stations, and the efficient movement of people to, from and within the city centre area which will provide for the social, economic and cultural wellbeing of people. The station locations will facilitate and support transit oriented development, which provides for the sustainable use and development of land. The Project utilises and optimises the existing investment in electrification and the upgrade rail system efficiently thereby making the most of existing resources. The CRL meets and provides for social and community needs. The Project has the potential to assist the stimulus to the economy by integrating the city and its surrounding areas and facilitating easier travel. The Project will meet the foreseeable needs of present and future generations for rapid transport in the central Auckland area by reducing capacity constraints of current rail infrastructure such as Britomart (which is a terminus station at present) and also expanding the rail network. The rail network is a physical resource that is to be sustainably managed. The proposed works are an integral part of completing the Auckland rail network. The operational network will help sustainably manage the environment, for example the use of electric trains will reduce emissions into the environment. Given the underground nature of the rail tunnels and stations, once the CRL has been constructed the majority of land above the surface (apart from that land required for above ground station facilities) will revert to its existing form. As demonstrated in Section 7 of this AEE the proposed works will incorporate a number of measures to safeguard the life supporting capacity of the air, land and water, such that the effects of the Project on the environment are acceptable. RMA Part 2 Matters of National Importance (Section 6)

Section 6 of the RMA sets out ‘Matters of National Importance’ that are to be recognised and provided for in managing the use, development and protection of natural and physical resources. With regard to this section the following comments are made: ·

Section 6(a) - The Project is located in an established and highly modified urban area, the northern works around the existing Britomart Station are located approximately 100 metres from the coastal environment. This particular area of the coast has lost much of its natural character due to historic reclamation and development by the Ports of Auckland. Construction effects will be managed in a manner so that the existing water quality and character of the coastal environ are not compromised by actual and potential discharges from the site. The Project is an appropriate development in the context of the city centre that will not adversely affect the preservation of the natural character of the coastal environment.

Section 6(b) - There are no known outstanding natural features or landscapes directly in the Project area126; Section 6(c) - There are no known areas of significant indigenous vegetation or habitats within the Project area;

126

Under Queen Street is the historic Horotiu Stream which has significance to Maori. The CRL designation will avoid this stream. The stream mouth was originally the old foreshore near Fort Street. The stream has long since been diverted along the old foreshore area which is now Fort Street and travels out to the harbour by the eastern end of Britomart.

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Section 6(d) - Access to the coastal marine area from Queen Street and Albert Street may be temporarily altered during construction. However, this will be temporary in nature and access will not be precluded; Section 6(e) Consultation with Maori is on-going throughout the life of the project. The CVA attached in Appendix 6, Volume 2 CRL NoR suite of documents provides an assessment in relation to this section of the RMA. The mana whenua principles provided in the UDF, as one method, will assist in recognising and providing for the relationship of Maori and their culture and traditions with their ancestral lands, water, sites, waahi tapu, and other taonga; Section 6(f) - The alignment of the Project has been designed where possible to avoid the removal or destruction of historic buildings, structures and sites. Potential effects on sites of historic heritage (such as the removal of the scheduled toilets beneath Albert Street and from structural damage through construction vibration) will be managed through development and implementation of the CEMP under the EMF127. The CVA attached in Appendix 6, Volume 2 CRL NoR suite of documents provides an assessment in relation to this section of the RMA. Consultation with Maori is on-going throughout the life of the project. Section 6(g) - There are no known recognised customary activities in the designation footprint.

Overall this Project recognises and provides for the relevant matters of national importance in Section 6 where relevant. 8.5.3

RMA Part 2 Other Matters (Section 7)

Section 7 of the RMA sets out other matters that are to be given particular regard in managing the use of natural and physical resources. With regard to this section the following comments are made: ·

· ·

127

Section 7(a) and (aa) - Measures to protect the environment from actual and potential effects of the Project are discussed in Section 7. Consultation with iwi is on-going. The CVA attached in Appendix 6, Volume 2 CRL NoR suite of documents provides an assessment in relation to this section of the RMA. In summary mana whenua have emphasised the need for their on-going involvement in the project, particularly to enable them to undertake their kaitiakitanga responsibilities. Section 7(b) - The Project provides a key link between Auckland’s City Centre and Mt Eden and an alternative transport mode to the road network. The Project largely avoids utilising the limited private land resource in the City Centre as most of the works are subterranean. Minimising the above ground impacts will enable the efficient use of that land above the ground from the Project and will allow opportunities for intensification around the stations. Section 7(ba) – The Project will facilitate the use of electrified trains which is an efficient transport system to move large numbers of people. Section 7(c) – The predominant location of the CRL underground will reduce the actual and potential adverse effects on amenity values. The provision of better access to the city centre area, along with the location of stations and the enhancement of their precinct

EMF Appendix 1: Volume 3 CRL NoR suite of documents.

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areas, including the incorporation of Maori values as focal points, will assist to enhance amenity. The UDF for the CRL has been developed as a means of providing for amenity values. As outlined in Section 7 effects on amenity values during construction will be temporary in nature, and managed through the EMF in regards to (among others) noise, vibration, air quality and mobility (transport). Section 7(f) - The Project provides for the enhancement and maintenance of the environment through: o The restructure of parts of the existing road environment (e.g. Albert Street); o The UDF sets out a mechanism for improving the public realm in an integrated manner addressing streets, public spaces, buildings and building densities, station accessibility and design, land use and character areas and through the rationalisation of car parks; o Station designs will be sympathetic to the character of the existing environment therefore maintaining its qualities and character; and overall the Project will enhance the quality of the environment. Section 7(g) - The Project seeks to use the finite city centre land resource as efficiently as possible through construction of the majority of the Project underground and by providing connections to existing networks and avoiding private land far as possible. Section 7(i) - The development of the passenger transport rail network aims to assist to combat the effects of climate change by providing a passenger transport link that is not subject to road congestion. This will result in a more efficient and faster link between the city centre and the Auckland Region. The Project also provides for short journeys around the city centre.

In summary this Project has had particular regard to the relevant matters of Section 7. 8.5.4

RMA Part 2 Treaty of Waitangi (Section 8)

Section 8 of the RMA requires those exercising powers or functions under the RMA to take into account the principles of the Treaty of Waitangi. A core principle of the Treaty is partnership. AT have established a collaborative working relationship with mana whenua at this stage of the CRL project. Consultation is being undertaken with mana whenua regarding the Project. A key aspect to the mana whenua engagement process has been to confirm appropriate and meaningful mana whenua principles for inclusion in the Urban Design Framework (UDF)128. A CVA has been undertaken and is attached in Appendix 6, Volume 2 CRL NoR suite of documents. The CVA considers the issues, information and recommendations contained in the MVA’s received at the time of its completion and represents an independent review of the information relevant to consideration of Maori values and interests in the CRL. Along with comments on the mana whenua principles included in the UDF, the CVA also provides comment on section 8 of the RMA. Six Treaty principles (Rangatiratanga, Partnership, Active Protection, Mutual Benefit, The Right of Development, and Redress) are commented on. The following comments are made: ·

128

Rangatiratanga – principle should guide relationships between mana whenua and AT and on-going involvement in the CRL project.

Volume 3 of the CRL NoR suite of documents

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Partnership – the CVA notes that the partnership principle of the Treaty has particular relevance for Tamaki iwi / hapu, including particularly that this project is being undertaken by CCO of Auckland Council. On-going involvement in the project by iwi / hapu is considered important. Active protection – alternative routes to avoid mana whenua sites is problematic, particularly engineering wise where the topography between Britomart and the NAL poses a challenge for achieving the necessary rail gradient for the trains (as has been discussed in section 4 of this AEE as well as elsewhere in the CRL NoR suite of documents). The CRL alignment will impact some mana whenua taonga and values. It is acknowledged in the CVA that AT has been active in engaging with Iwi including the direct commissioning of mana whenua to undertake MVAs and providing mana whenua principles through the UDF. Mutual Benefit – the CVA states that this Treaty principle also has particular relevance for Tamaki iwi / hapu, and mana whenua acknowledge the role of the CRL in benefiting both Maori and non-Maori alike. The Right of Development – the principles in the UDF will enable thought to be given to new modern approaches to recognising the relationship of mana whenua with their ancestral rohe and taonga. The CVA states that this principle also affirms the right for tikanga Maori to evolve with society and the environment, which may include recognition of waahi tapu in an urban setting.

As consultation with Iwi further progresses the important outcomes and matters raised by mana whenua will be better understood and will assist in informing the Project. 8.5.5

RMA Notice of Requirement for a New Designation (Section 166-168)

AT is a Requiring Authority (network utility operator under Section 167 of the RMA) via Section 47(1) of the Local Government (Auckland Council) Act (LGACA)129, and has the ability to designate for the CRL. 8.5.6

RMA Recommendation on a Notice of Requirement by a Territorial Authority (Section 171)

Section 171(1) of the RMA specifies those matters a territorial authority must have particular regard to, subject to Part 2, when considering the effects on the environment of allowing the requirement. ·

Section 171(1)(a) - The relevant provisions of any policy statement or plans. o These are considered in Section 8.6 of this AEE and Appendix 7130 and include: § Auckland Council Regional Policy Statement (ARPS); § NES for Assessing and Managing Contaminants in Soil; § ARP: ALW; § Auckland Council District Plan: Isthmus Section and plan changes; and § Auckland Council District Plan: Central Area Section.

129

Section 47(1) of the Local Government (Auckland Council) Act 2009 is contained within Appendix 2: Volume 2 CRL NoR suite of documents 130

Volume 2 of the CRL NoR suite of documents.

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Section 171(1)(b) - Whether adequate consideration has been given to alternative sites, routes, or methods of undertaking the works: o This is considered in Section 3 of this AEE. Adequate and robust consideration has been given to the reasonable alternatives that could achieve the Project objectives, especially where AT does not have an interest in the land sufficient for undertaking the work or it is likely that the work will have significant adverse effects. Section 171(1)(c) - Whether the work and designation are reasonably necessary to achieve the objectives of the requiring authority (stated in section 1.7 of this AEE): o The work is reasonably necessary for the following reasons: § It will secure the Project route, from Britomart to the NAL, for construction, operation and maintenance of a railway. § It will: · support the future growth and development of the City Centre and region; · optimise public transport patronage potential and accessibility to/from and within the city centre; · optimise the efficiency and potential of the Rapid Transport network including integration with passenger transport, active modes and freight requirements; and · continue to develop Auckland rail as an integral part of the national rail network; § It provides for the transport needs of the community and in providing for public transport exhibits a sense of social responsibility; § It will connect Britomart to the NAL; § It will assist to encourage use of passenger rail services to achieve passenger transport modal share targets in accordance with the regional transport policy framework. o o The designation is necessary for the following reasons: § To enable AT to have the flexibility to construct, operate and maintain the network and undertake the Project in accordance with the designation, notwithstanding anything contrary within the relevant district plans; § To identify in the district plan the location, nature and extent of the Project and AT's clearly intended use of that land; § To enable the Project or work to be undertaken in a comprehensive and integrated manner; § Enables sufficient time to give effect to construction of the CRL including undertaking property and access negotiations, further site investigations, detailed design, and construction; and § To ensure that security of the Project is maintained in respect of separation from other network utilities and the potential actions of third parties on and within (in particular) the roading network and wider corridor.

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Section 171(1)(d) - Relevant “other matters” that the territorial authority consider reasonably necessary in order to make a recommendation on the requirement: o These include the Auckland Plan and other non-statutory planning policy documents which are discussed in Section 8.7 to 8.10 of this AEE.

Overall, with regard to section 171(1) of the RMA the following conclusions can be drawn: ·

· · · ·

Appropriate consideration has been given to the relevant provisions of the planning documents and the Project is overall consistent with the objectives and policies of relevant planning documents; The designations will assist the district plans to give effect to the ARGS; Adequate consideration has been given to alternative sites, routes, or methods of undertaking the work; The proposed works are considered reasonably necessary to achieve AT’s objectives; and Designations are the most appropriate statutory process to enable AT to achieve its objectives, including because a designation secures the network and proposed alignment for long term planning of regional infrastructure.

8.6

RMA Environmental Standards, Policies, and Plans

8.6.1

National Policy Statements and Environmental Standards

The CRL must have particular regard to National Policy Statements and must not contravene National Environmental Standards unless resource consent is obtained. Proposed National Environmental Standard for Assessing and Managing Contaminants in Soil (NES-CS) The NES-CS relates to the assessment and management of health effects from exposure to contaminants in soil. The NES-CS, applies a framework for assessing contaminants in soil and provides a national set of planning controls and soil contaminant values. The NES-CS enables use to be made of affected land but ensures that: · ·

District planning controls are appropriate and nationally consistent; Councils gather and apply the information needed for efficient decision making on contaminated or potentially contaminated land; and

The soil guideline values are appropriate and applied consistently.

The Project will comply with the NES-CS, and the NES-CS will ensure effects are acceptable through consistent and effective management of any contaminated material. National Environmental Standard for Air Quality (NES-AQ) The NES-AQ is made up of 14 separate but interlinked standards. The 14 standards in the NES include: · ·

Seven standards banning activities that discharge significant quantities of dioxins and other toxics into the air Five standards for ambient (outdoor) air quality

The Project will be consistent with the NES-AQ through management of any potential air discharge effects.

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8.6.2

Relevant Auckland statutory planning documents

For conciseness, full excerpts of selected planning documents noted below are not reproduced in this chapter. Auckland Council Regional Policy Statement (ARPS) The ARPS became operative on 31 August 1999. The focus of the ARPS is the management, use, development, and protection of natural resources of the Auckland Region. The aim of the ARPS is to achieve certainty through integrated, consistent and coordinated management of the Auckland Region’s resources. The CRL is identified as a key Project to be delivered in the Auckland Plan and the RLTS. It will also deliver a variety of regional outcomes and objectives of the ARPS. These include: · · · · ·

Regional land use objectives centred around a compact city; Regional transport objectives centred on the development of a multi-modal transport system; Regional economic objectives centred on high value business growth and infrastructural improvements; Regional social objectives centred on high quality natural and built environments and a high level of accessibility for all; Regional environmental goals centred on sustaining the natural environment.

The Project not only provides for a more efficient rail system, it also provides a step change opportunity to meet key regional growth, land transport, economic and social strategic objectives anticipated in the Regional Growth Strategy 1999 and incorporated into the ARPS. In this sense the CRL should be viewed and understood as an integrating and enabling project. Integrating transport with land-use (as well as with economic, social and environmental outcomes) means that both land transport and land use decision making is made together for mutual benefit rather than by having one following or leading the other. This is recognised in the ARPS: “There is a direct relationship between transport and land use. Land use and the transport system should be planned in an integrated way so that they are mutually supportive” Key transport investments are important leverages for city shaping and economic development and the CRL will be an integrating project of significance to the Auckland region. The CRL enables key regional objectives related to: ·

urban intensification;

· · ·

the development of a more sustainable transport system; increased economic development; protection of the natural and physical environment.

These key objectives and outcomes are recognised in the ARPS and consequently particular regard must be had to these key objectives and outcomes when assessing the NoR. The two most relevant ARPS chapters are 2 and 4. The CVA (attached in Appendix 6, Volume 2 CRL NoR suite of documents) additionally contains an assessment against chapter 3 (matters of significance to iwi) and chapter 6 (region’s heritage). These chapters are also discussed in Table 8.1 of this AEE.

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Chapter 2 Strategic Direction: seeks to provide strategic direction on the management of the region’s natural and physical resources. Chapter 4 Transport: sets out the strategic direction for the development of the Region’s transport system in a sustainable manner. The four key objectives of the ARPS relevant to the CRL are as follows: · · · ·

Promoting Sustainable Land Use Promoting a Sustainable Transport System Promoting a Sustainable Economic Future Promoting Environmental Sustainability

a. Promoting Sustainable Land Use The Project is an important element of the transport network which will directly support the sustainable development of the City Centre and a number of the Region's sub regional and town centres131. Many of centres identified in Schedule 1 to the ARPS have been identified as important centres for accommodating future growth. Centres identified as being on the RTN and which would directly benefit from the Project are shown in Schedule 1 to the ARPS132. The Project assists in supporting the land use outcomes of the ARPS in the following ways: · · ·

· · ·

Provides improved accessibility to the Region's most significant mixed use centre, the city centre; Provides for improved frequency of rail services and facilitates increased densities to all growth centres on the rail RTN; As a fixed corridor with high frequency of service rail, it could have a strong leveraging effect on development as the market recognises the value of locating close to the rail stations; Provides improved accessibility for all growth centres off the rapid transit rail alignment but on the QTN which integrates with the RTN; Potentially reduces demand for further urban expansion outside of the Future Urban Areas identified in Schedule 1 by assisting in encouraging development within growth centres; Integrates land use, transport, economic and environmental outcomes.

Key ARPS Objectives The ARPS contains a number of key objectives on the location of urban growth and how urban growth and the land transport system in Auckland should be integrated. There are two key policies of Chapter 2 which give effect to the above listed objectives which are particularly relevant to the NoR:

131

These 'High Density Centers’ are identified In Schedule 1 to the ARPS.

132

Under the column Growth Area Type they have the letters (RT) next to the center name.

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Under Strategic Policies Urban Structure, Policy 2.6.5.3 states: “To develop a network of High Density Centres and Intensive Corridors which are linked by high quality public transport ranging from frequent local bus services supplemented by express buses to rapid transit (rail, ferry, or bus) on separate rights-of-way.” The Project is an important component for delivering high quality rapid transit public transport on separate rights-of-way that links to the broader RTN. Under Strategic Policies Land Use and Transport Integration, Policy 2.6.11.2 states: “Land use and Transport shall be integrated within High Density Centres and Intensive Corridors (refer to Policies 2.6.5) to ensure that: (i)

High Density Centres and Intensive Corridors are able to be served by an efficient and effective public transport network;

(ii)

High Density Centres on the rail rapid transit network and on the bus rapid transit system are served by a fast, frequent and reliable public transport service;”

The Project is designed to provide not only a more effective and efficient public transport network serving High Density Centres but also an RTN system which allows for a significantly faster, more frequent and more reliable service thereby giving effect to the ARPS policies above. Among other methods for giving effect to Policy 2.6.11.2 and of particular relevance to enabling improvements to the public transport network is Method 2.6.12.6 which states: “Auckland Council, ARTA, Transit New Zealand and ONTRACK in conjunction with relevant transport operators will implement improvements to the public transport network to support the development of areas listed in Schedule 1.” Schedule 1 of the ARPS lists all growth, centres, corridors and areas which have been identified for accommodating future urban growth including the city centre area. The Auckland Plan further supports the city centre area as a growth area for both employment and living. b. Promoting a Sustainable Transport System The Project is an important element of the transport network which will directly support the sustainable development of the City Centre and a number of the Region's sub regional and town centres133. Many of centres identified in Schedule 1 to the ARPS have been identified as important centres for accommodating future growth. Centres identified as being on the RTN and which would directly benefit from the Project are shown in Schedule 1 to the ARPS134. The Project assists in supporting the land use outcomes of the ARPS in the following ways: · ·

133

These 'High Density Centers’ are identified In Schedule 1 to the ARPS.

134

Under the column Growth Area Type they have the letters (RT) next to the center name.

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· · · ·

As a fixed corridor with high frequency of service rail can have a strong leveraging effect on development as the market recognises the value of locating close to the rail stations; Provides improved accessibility for all growth centres off the rapid transit rail alignment but on the QTN which integrates with the RTN; Potentially reduces demand for further urban expansion outside of the Future Urban Areas identified in Schedule 1 by assisting in encouraging development within growth centres; Integrates land use, transport, economic and environmental outcomes.

Policy 4.4.1.1 which states that: “Land use and transport planning will be integrated in a way which (a) seeks to reduce trip lengths and numbers and the need for private vehicles travel and encourages a significant increase in the amount of travel made by public transport, walking and cycling. (c) recognises the need to reinforce an efficient and effective public transport system within and connecting High Density Centres and Intensive Corridors.” Policy 4.4.1.2 states that the development of the transport system will be guided in a way which (paraphrased) promotes the use of forms of transport which have fewer adverse effects on the environment and reduces environmental effects including air and water quality, reduces the need for non-renewable fuels, avoids, remedies or mitigates modification of the landscape and the adverse effects of transport on local communities. The Project achieves all of the above policies better than any alternative investigated. Policy 4.4.7.1 states; “Transport networks which promote the efficient movement of people, goods and services, throughout the region will be identified in the Auckland RLTS and district plans and will be required to be protected in district plans.” The RLTS states that one of the main components of the strategy is the expansion of the rapid transit network by constructing the CRL by 2021 and further increasing frequency and capacity135 The identification of the Project by way of a designation is therefore required to protect this connection and give effect to this policy. c. Promoting a Sustainable Economic Future Transport investments are strong forces in shaping city and economic development. For example, the pattern and form of Auckland’s growth has been strongly influenced in the past by the location of access to water, tramlines and then by the expanding motorway network. The benefits of concentrating economic activity in urban areas are widely evident in the growth of cities, in the formation of clusters of related businesses. This is often referred to as 'agglomeration benefit'. An effective and efficient transport network is crucial in creating and sustaining cities. There are two major reasons for this. First, because transport investment supports urban agglomerations

135

RLTS page 11

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which in turn may provide external benefits to the economy. Second, because it is clear that a change in the level of transport infrastructure in an area will typically change the effective density of people and jobs that are accessible to the economy of that area with associated implications for productivity and efficiency. The ARPS recognises the importance of growing the Auckland economy the link between key transport infrastructure and economic growth. d. Promoting Environmental Sustainability This section addresses environmental issues associated with the Project at the strategic level only. While many strategic level environmental effects have also been addressed as part of developing sustainable land use and a sustainable transportation system it is also important to address regional environmental sustainability under the RMA. There is direct link between land use, the transport system and the direct effect on the environment. By aligning land use and transport systems, including the effective and efficient development of the RTN the following benefits to the environment can be achieved, reducing: · · · ·

The likelihood of any increases in air pollution in the metropolitan area by attracting trips from private vehicles onto passenger transport; The generation of contaminants, both air and water borne, associated with motor vehicle and road use including carbon dioxide; Consumption of non-renewable resources including fossil fuels, construction material and land; Community disruption including community severance which may otherwise occur through the expansion of the roading system including requirements for a significantly expanded QTN capacity servicing the City Centre; Potential amenity impacts from the transport system.

Indirect benefits accrue because of the support fixed rapid rail offers to the development and redevelopment of high density regional and town centres and the ability for them to intensify which in turn reduces the need for urban areas to expand into rural catchments and has some effect in reducing per capita energy use. A general objective for the Auckland passenger transport network is to decrease the system’s environmental impact and increase its sustainability for the future. Key goals include reducing greenhouse gas emissions and reducing dependence on non-renewable fuels. In order to meet these goals, it will be vital to reduce the amount of vehicle kilometres travelled and traffic congestion throughout the city. The Project is considered consistent with the relevant provisions of the ARPS, as set out below.

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Table 8.1 Auckland Regional Policy Statement Provisions Summary

Comment

Chapter 3 Matters of Significance to iwi

The ARPS seeks the direct and effective involvement of Tangata Whenua in the management of ancestral taonga. Consultation with iwi is on-going. A CVA is attached in Appendix 6, Volume 2 CRL NoR suite of documents.

Chapter 3 outlines issues which are of resource management significance to Tangata Whenua. Chapter 5 Energy Chapter 5 requires the sustainable use of energy resources (excluding minerals), and the efficient use and development of energy resources. Chapter 6 Heritage The ARPS recognises the value of the regionâ&#x20AC;&#x2122;s heritage resource, (natural and cultural) and seeks to preserve and protect those of value (including volcanic cones, buildings, and archaeological sites).

The development of the Project will enable the expansion and use of electrified rail services and will reduce the use of nonrenewable resources for individual cars and buses. The Project supports the development of high density transit oriented developments enabling pedestrians and cyclists to connect with the wider city environment in an energy efficient manner. Careful design of the rail alignment has sought to avoid adverse effects on the physical integrity of heritage and character buildings and archaeological sites primarily by following existing road alignments wherever possible. There is only one scheduled building or structure (under NZHPT or the Auckland Council District Plan) which requires demolition in order to construct the CRL, namely the historic menâ&#x20AC;&#x2122;s toilets located under Albert Street at the end of Durham Street west, which are currently accessed via an entry through the Blue stone wall (which remains). Strengthening works on some buildings may be required to avoid vibration effects during construction, which will be managed through the CEMP. It is intended that the built form of the proposed new stations will be designed to celebrate and protect significant buildings and enhance the public realm. Furthermore all archaeological sites are protected under the HPA and require an Authority for any modification. It is intended that all new stations buildings will be designed to comply with the relevant height restrictions pertaining to buildings within a volcanic cones protection view shaft as per the requirements Plan Change 8 to the ARPS.

Chapter 10 Air quality Chapter 10 sets out ways to maintain and enhance air quality for both people and all organisms.

The construction of an integrated electrified rail line provides an effective and clean alternative transport option to either the car or (diesel) buses, which are both significant emitters of contaminants to air.

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Auckland Council Regional Plan: Air, Land and Water (ARP:ALW) The ARP: ALW provides for the management of air, land and water resources in the region including: air, soil, rivers and streams, lakes, groundwater, wetlands and geothermal water. The ARP: ALW was notified for public submissions in October 2001 and a significant part has been resolved through the appeals process. The ARP: ALW was made operative in part on 21 October 2010. Further parts of the Plan became operative on 30 April 2012. There have been a number of Proposed Variations and Changes to the ARP: ALW. Matters under this plan will be dealt with by resource consents for the Project in the future. For the NoR the assessment of contamination and air quality effects136 has referred where relevant to the provisions of this plan. Auckland Council District Plan: Central Area Section The CRL between Britomart and the CMJ is covered by the Central Area section of the Auckland District Plan. The Auckland Council District Plan: Central Area Section sets out the City’s resource management strategy including the mechanisms to be used to control the effects of activities and development within the City Centre. The Auckland Central Area is managed by strategic management areas then precincts to provide strategic and detailed management of the future land use development within the central area respectively. The Project is consistent with the relevant provisions of the Auckland Council District Plan: Central Area Section, as discussed in the table below and in greater detail in Appendix 7137. The purpose of a designation is to ‘consent’ works which do not typically fall within the “zoning” provisions of a District Plan (in the case of this District Plan the strategic management and precinct areas). The CRL designation (once confirmed) will provide for the construction, operation and ongoing maintenance of a railway including stations. The current zoning provisions of the District Plan: Central Area Section do not provide for such an activity and therefore the majority of the policies and objectives relating to the strategic management and precinct areas under which the CRL traverses are not relevant to the assessment of the CRL NoR. The provisions of the District Plan: Central Area Section relevant to the CRL NoR are assessed below and additionally in Appendix 7138.

136

Appendix 6 and 7: Volume 3 CRL NoR suite of documents.

137

Volume 2 of the CRL NoR suite of documents.

138

ibid

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Table 8.2 Auckland Council District Plan: Central Area Section Provisions Summary

Comment

Chapter 4 Strategic Management Areas (SMA)

Appendix 7 to this AEE provides a fuller assessment of the relevant policies and objectives of the SMA. Briefly, the Project provides an alternative transport mode to the private vehicle thereby increasing accessibility for pedestrians and cyclists. The Project is designed to provide for safety of passengers whilst avoiding, remedying and mitigating adverse environmental effects. It is acknowledged there will be disruption to roads which will be managed through the CEMP.

SMA provide for integrated resource management by establishing and implementing environmental protection and enhancement measures that apply to the central area. It sets out resource management issues identified in relation to the SMA and a number of policies and objectives to address these issues. Relevant issues include protecting a quality environment, providing an accessible centre and an alive and exciting people place, as well as a place of opportunities. Chapter 9 Transportation Chapter 9 manages the use and development of transportation in central Auckland.

In summary, movement around the central area will be enhanced by the Project. Accessibility for rail passengers, pedestrians and cyclists to and from the central area will be improved through the extra public transport network linking to the western side of the central area. The increased patronage expected by the Project will reduce road congestion by providing a viable alternative to the private vehicle. Appendix 7 provides further assessment on the relevant objectives and policies for this chapter.

Chapter 10 Heritage Chapter 10 aims to secure the preservation and maintenance of natural and built heritage elements.

The alignment was designed to enable where practical heritage buildings to be retained where practical. Only one heritage item scheduled under this District Plan is required to be removed, being the toilets located under Albert Street (accessed from Lower Albert Street). Some buildings may be susceptible to vibrations which will be managed through the CEMP. It is anticipated that the stations will be within permitted height levels for volcanic view shafts. The alignment passes through a Maori Heritage Site (listed within the Auckland Council District Plan: Central Area Section) at the intersection of Albert and Customs Street. All archaeological sites are protected under the HPA and require an Authority for any modification including Maori Heritage sites. Furthermore the Project provides the opportunity to rejuvenate and renew urban areas including heritage buildings such as those in the vicinity of Karangahape Station. Appendix 7 provides further assessment on the relevant objectives and policies for this chapter.

Chapter 12 Network utility services Chapter 12 provides for the development, use, maintenance and upgrading of network utility services.

The Project expands an existing network utility service to increase capacity and accessibility of the public transportation network. A number of other network utility services have been identified in the Project area. These will be managed through consultation with the utility providers to accommodate any obstacles.

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Summary

Comment Appendix 7 provides further assessment on the relevant objectives and policies for this chapter.

Chapter 14 Precincts The Auckland Council District Plan: Central Area Section has 13 precincts to recognise and manage the characters of the various central city areas. The Project straddles 5 different precincts.

The Project integrates the underground transport network with the land uses above. By its nature it avoids major effects on transport networks and provides for the safety and efficient movement of pedestrians through creation of linkages. Some precincts are characterised by heritage buildings which the Project will retain. Appendix 7 provides further assessment on the relevant objectives and policies for this chapter.

Auckland Council District Plan: Isthmus Section The CRL between the CMJ and the NAL, including works down to the east to the vicinity of Normanby Road and works to the west to Dominion Road, are covered by the Isthmus section of the Auckland District Plan. The Auckland Council District Plan: Isthmus Section sets out the city’s resource management strategy including the mechanisms used to control the effects of activities and development within the Isthmus. Overall the Project is consistent with the relevant provisions of the Auckland Council District Plan: Isthmus Section as discussed in the subsections below and in greater detail in Appendix 7139. As stated under the section above on the District Plan: Central Area Section, the purpose of a designation is to provide for works which do not typically fall within the “zoning” provisions of a District Plan such as the CRL and therefore the provisions of the District Plan: Isthmus Section relevant to the CRL NoR are assessed below and additionally in Appendix 7140. This includes as relevant policies and objectives from the business and transportation chapters (and additionally within Appendix 7 to this AEE the Special Purpose zone provisions).

139

Volume 2 of the CRL NoR suite of documents.

140

ibid

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Table 8.3 Auckland Council District Plan: Isthmus Section Provisions Summary

Comment

Chapter 2 Resource management

The Project supports the growth and future development of the City Centre by improving its accessibility and by providing a transport focus to the intensification of centres associated with stations.

Chapter 2 of the Auckland Council District Plan: Isthmus Section describes the significant resource management issues of the Auckland Council and sets out the broad sustainable management objectives and policies for the city with regard to heritage, environment, community, commerce, and urban growth. Issues of particular relevance to the CRL include encouraging intensification while managing pressure from infrastructure (including transport infrastructure), and to protect and maintain valued elements of the city’s heritage. Chapter 5C Heritage Chapter 5C provides for the recognition and protection of heritage values.

The option evaluation undertaken in 2009 / 2010141 to determine the station locations considered as part of the analysis the attractiveness of intensification around each location. It is considered that the stations will assist with intensification of the city centre area, including the servicing of growth in employment anticipated by the Auckland Plan. No scheduled buildings under either NZHPT or this District Plan are proposed to be demolished or modified as part of the CRL works. Appendix 7 provides further assessment on the relevant objectives and policies for this chapter. As noted previously the alignment has been carefully designed to avoid the demolition or modification of scheduled heritage items within the Auckland Council District Plan: Isthmus Section. Any potential adverse effects on the structural integrity of buildings or from vibration will be managed appropriately through the CEMP. The stations will be specifically designed to comply with relevant volcanic view shafts controls and to complement the existing environment and heritage features. Furthermore the Project provides the opportunity to rejuvenate and renew urban areas including character supporting buildings such as those in Newton. Appendix 7 provides further assessment on the relevant objectives and policies for this chapter.

Chapter 5E Hazardous facilities Chapter 5E provides for the management of hazardous facilities including contaminated sites. Chapter 8 Business Chapter 8 provides for business activities and zones across the district.

Whilst parts of the alignment may contain contaminated material, any adverse effects on the environment will be managed through the collection and disposal of such material to approved landfills in accordance with protocols and procedures detailed within the CEMP at the time of construction. While this chapter of the District Plan addresses land zoned “business” or “mixed use” and the provisions to manage business type activities on that land, there are objectives and policies which can be applied wider and are of relevance to the CRL. These have been assessed and are addressed below in summary and in more detail in Appendix 7 to this AEE. The construction of the Project fosters the potential for business opportunities and economic development by improving access and efficiency to and from the city and in areas which display development potential. The Project creates improved passenger

141

Appendix 11 Volume 3 CRL NoR suite of documents

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Summary

Comment transport linkages to the City Centre and Newton where mixed use zones are present.

Chapter 12

Transportation

Chapter 12 manages the use and development of transportation in Auckland.

Similar to Chapter 8 above, this chapter of the District Plan deals primarily with the management of transportation. A number of of the objectives and policies are not relevant to the CRL NoR, but those that are considered relevant have been identified and are assessed in summary below and in more detail in Appendix 7 to this AEE. The development of an underground rail link will protect the City’s built environment whilst providing a key transportation resource. The rail link stations will be integrated with bus stations at road level. These will be designed to prioritise public transport. The Project will facilitate easy movement within the Isthmus and will provide an alternative form of public transport that it is efficient and independent of on road traffic issues.

8.7

Other Statutory Legislation

Table 8.4 Other Statutory Legislation Summary

Comment

Local Government (Auckland Council) Act 2009 (LGACA) The LGACA sets out details on the structure, functions, duties and powers of the Auckland Council including: ·

A requirement that Auckland Council prepare a Spatial Plan that identifies the existing and future location of critical infrastructure including transport services; Making Auckland Council responsible for setting the strategic direction for the Auckland transport system through the Auckland Regional Land Transport Strategy; AT’s purpose as set out in section 39 of the LGACA is "to contribute to an effective and efficient land transport system to support Auckland's social, economic, environmental, and cultural well-being"; Sections 45 and 46 outline AT’s functions and powers in respect of the Auckland land transport system and AT’s role as the Road Controlling Authority; A requirement that AT prepare the Auckland Regional Land Transport Programme.

The Project is the top priority transport project for Auckland under the Auckland Spatial Plan. This is discussed under section 8.9 of this AEE. Further, the Auckland Regional Land Transport Programme specifically states that the Project is one of the key public transport development projects planned for the current programme cycle.

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Summary

Comment

Land Transport Management Act 2003 (LTMA) The LTMA establishes the statutory framework for land transport management in New Zealand. The stated purpose (section 3(1)) of the LTMA is to “contribute to the aim of achieving an affordable integrated, safe, responsive, and sustainable land transport system”.

The Project meets the stated purpose of the LTMA by: ·

The long term efficient movement of people between the City Centre area and rest of the Auckland rail network. Provision of better access by rail into the mid-town area of the city centre, supporting employment growth; Reduced travel times for rail passengers travelling to and from Britomart and the west; The integration of public transport modes by providing for bus interchanges and connections above the rail stations maximising the capacity of the network; The use of crime prevention through environmental design principles for the alignment and station design to provide for the safety of the transport system; Enhancing rails’ share of public transport and supporting the reduction in private vehicle use; Considering the integration of the rail stations with the above ground land uses optimises existing investment in rail.

Public Transport Management Act 2008 (PTMA) The stated purpose (section 3(1)) of the PTMA is to “contribute to the aim of achieving an affordable integrated, safe, responsive, and sustainable land transport system”. AT is required to prepare a RPTP under section 9 of the PTMA (refer s46(1)(j) of the Local Government (Auckland Council) Act 2009). The purpose of the RPTP is to specify how AT will give effect to the public transport components of the 2010 Auckland RLTS, and contribute to achieving an affordable, integrated, safe, responsive and sustainable land transport system in an efficient and effective manner.

The Project meets the stated purpose of the PTMA by: · · · ·

Facilitating an integrated, sustainable transport network Reducing road congestion Encouraging the use of public transport Providing safe and accessible stations

New Zealand Historic Places Act 1993 (NZHPA) Sections 9 to 21 of the HPA apply to archaeological sites which are defined as sites developed prior to 1900. All archaeological sites are afforded protection under Sections 9 and 10 of the HPA

As noted in Appendix 4: Volume 3 of the CRL NoR suite of documents, although there are potential indirect effects on heritage buildings (which will be avoided and mitigated through careful management),

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(whether they are formally recorded and/or registered or not), whereby it is unlawful for any person to modify, damage or destroy the whole or any part of an archaeological site without the prior authority of the NZHPT. An application to the NZHPT for an authority to modify, damage or destroy an archaeological site is made under Sections 11 and 12 of the HPA.

the construction of the Project only requires the removal of one scheduled heritage building (being the men’s toilets located under Albert Street). The Project avoids adverse visual effects on the sites through use of the UDF and by providing for the station entrances to be in keeping with the surrounding built environment. Furthermore Appendix 3 Volume 3 of the CRL NoR suite of documents outlines there is low potential for significant archaeological remains to be unearthed during the construction of the Project.

Under section 14 on receipt of an application the Trust may grant an authority in whole or in part, subject to such conditions as it sees fit, or decline to grant an authority in whole or in part.

As set out in section 7.8 and Appendix 4: Volume 3 of the CRL NoR suite of documents, there are numerous heritage buildings and sites adjacent to the chosen alignment which will require strengthening works prior to construction of the Project, and one Maori Heritage site is affected by the proposed works. As such, where necessary, authority will be obtained by AT, consistent with the HPA.

Hauraki Gulf Marine Park Act 2000 (HGMPA) The Project is located within the catchment of the Hauraki Gulf and is subject to the provisions of the HGMPA. The HGMPA outlines broad policy matters relating to the features that contribute to the national significance of the Hauraki Gulf and appropriate objectives for the Gulf’s management.

The following comments are made in regards to sections 7(2) and 8 of the HGMPA: ·

When assessing applications for activities within the Gulf and its catchment, the consent authority is required to have regard to sections 7 and 8 of HGMPA. Section 7 recognises the national significance of the Hauraki Gulf including the interrelationship between the Hauraki Gulf, its islands and catchments and the ability of that interrelationship to sustain the life-supporting capacity of the environment of the Hauraki Gulf and its islands. Section 8 of the HGMPA lists the objectives for the management of the Hauraki Gulf, its islands and catchments.

In terms of protecting and enhancing the cultural and spiritual values of tangata whenua it is intended that consultation will be on-going throughout the Project to discuss and resolve matters of importance to tangata whenua (a CVA is attached in Appendix 6, Volume 2 CRL NoR suite of documents); The Project will not adversely affect the social, economic, recreational or cultural well-being of people or communities of the Hauraki Gulf; The Project will have positive economic effects on people and communities of the Gulf by improving rapid transport access to other parts of central Auckland from the waterfront area, and throughout the rail network within the Hauraki Gulf Catchment; and The Project will not compromise the soil, air, water or ecosystems of the Gulf.

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8.8

Relevant National Statutory Planning Documents

Table 8.5 Relevant National Statutory Planning Documents Summary

Comment

New Zealand Transport Strategy 2008 (NZTS) The NZTS sets the strategic context for the development of Government Policy Statements (GPSs), which will establish the government’s funding policy and priorities for land transport development on a three-yearly cycle. The NZTS also provides a LTP which will help the private sector to make investment decisions with greater confidence. The NZTS has 5 overarching objectives: · · · · ·

8.9

The Project will meet the objectives of the NZTS by providing greater transport choice to and within the central area whilst significantly improving efficiency of the network as a whole and providing for the safe and accessible use of the network by passengers. The Project will contribute to the overall quality and sustainability of the built environment by utilising design principles to guide both the development of new stations and the designation footprint to enhance the built environment and natural community environments that it passes through.

Ensuring environmental sustainability Assisting economic development Assisting safety and personal security Improving access and mobility Protecting and promoting public health.

Local Government Statutory Planning Documents

Table 8.6 Local Government Statutory Planning Documents Summary

Comment

Auckland Plan The Local Government (Auckland Council) Act requires Auckland Council to prepare a Spatial Plan now known as the Auckland Plan. The purpose of the Auckland Plan is to contribute to Auckland’s social, economic, environmental and cultural wellbeing through a comprehensive and effective long term (20 to 30- year) strategy for Auckland’s growth and development. The Auckland Plan is the Council's 30-year overriding strategy informing the Council’s LTP 2012-2022 which in turn determines Council spending. The scope of the Auckland Plan extends beyond the mandate and budgets of Auckland Council and requires collaborative approaches with the Government and other stakeholders. The Auckland Plan has a strategic vision to make Auckland the world's most liveable city by 2040. There are five transformational shifts identified in order to achieve the vision, one of which is to "Move to outstanding public transport within one network".

The CRL is the top priority transport project for Auckland under the Auckland Plan, with a targeted implementation date of 2021. The Auckland Plan states that “the CRL is the foremost transformational project in the next decade. It creates the most significant place shaping opportunity, as the entire city centre would be within 10 minutes walk of a railway station. As well, many more rail trips across Auckland could take place as a continuous ride without needing to transfer.” In terms of the Auckland transport network the Auckland Plan states that it “must integrate with land-use to ensure that transport links support growth centres and transport corridors as set out in this Plan. This necessitates improvements to the existing road and rail system. Several connections must be completed to optimise investment serve the needs of Aucklanders; for example, the City Rail Link and the Auckland Manukau Eastern Transport Initiative (AMETI).” (Emphasis added) The Auckland Plan notes that the Project is being developed as part of an integrated land-use and multi-modal transport approach and identifies the following key benefits: ·

A dramatic reduction in travel times to and

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through the city centre and people will have rail access to more parts of the city centre. Facilitating new commercial and residential development and access to employment and educational opportunities, not just for the city centre, but for all communities on the rail network. Helping increase the number of people working in the city centre by between 55,000 to 70,000 by 2040. Helping resolve congestion in the central city road network and key bus corridor capacity which, if left unaddressed, would limit the growth of the city centre and Auckland. Improving transport choices for Aucklanders and reducing the environmental impact of the transport system.

It is projected that once the Project is in place, passenger trains could carry almost 40 million people a year. The likely increase in pedestrians around stations will promote the use of local business and enhance the local community activity. The Project is an essential component of the Auckland Plan and critical to Auckland’s future growth. Auckland Long-Term Plan 2012-2022 (LTP) The purpose of Auckland Council’s LTP is prepared under the LGA 2002 to describe Council’s activities and Auckland’s community outcomes and provide integrated decision-making and co-ordination of Council’s resources, a long-term focus for Council’s decisions and activities, a basis for Council’s accountability to the community and an opportunity for public participation in decision-making processes on Council’s activities. It is Council’s primary implementation tool, where it aligns services, projects and programmes to meet the strategic directions and community outcomes identified in the Auckland Plan. It determines and identifies Council’s funding requirements over the next 10 years. The overarching vision of Auckland as the world’s most liveable city is supported by a number of outcomes, transformational shifts and strategic directions. The outcome relevant to the Project is: ·

A well-connected and accessible Auckland.

The transformational shift relevant to this project is: ·

Move to outstanding public transport within one network.

Together with electrification of the rail network, the LTP states that the Project is the top priority transport project for Auckland noting that the Project “will create a quantum shift in the efficiency and frequency of rail services by making Britomart a 'through station' rather than a dead end”. The LTP further states that the Project “will greatly improve access to the city centre from all parts of Auckland, reducing time spent commuting, improving productivity and acting as a catalyst for business development.” The Project aims to provide greater transport choice to and within the central area whilst significantly improving efficiency of the network as a whole and providing for the safe and accessible use of the network by passengers. The Project will contribute to the overall quality of the built environment by utilising design principles to guide both the development of new stations and the designation footprint to enhance the built environment and natural community environments that it passes through. The Project is therefore consistent with the strategic

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The strategies relevant to the Project are:

directions for the LTP.

Create a stunning city centre, with wellconnected quality towns, villages and neighbourhoods; Plan, deliver and maintain quality infrastructure to make Auckland liveable and resilient; and Create better connections and accessibility within Auckland, across New Zealand and the world.

Auckland Regional Land Transport Strategy 2010-2040 (RLTS) The RLTS is a statutory document prepared under the LTMA. It is prepared every six years and covers a period of at least 30 years, enabling Auckland Council to provide guidance on the land transport outcomes sought by the region. The strategy identifies the actions, policies, priorities and funding needed to achieve a land transport system that enhances the Auckland Region. The construction of the Project by 2021 is specifically stated as one of the main components of the strategy. The objectives for the strategy are: · · · · · ·

Assist economic development Assist safety and personal security Improve access and mobility Protect and promote public health Ensure environmental sustainability Integrate transport and land use supportive of Regional Growth Strategy and Regional Policy Statement policies Achieve economic efficiency

Policy 4 aims to meet the objectives through improving transportation choices. Specifically policy 4.3.1 seeks to “implement the following RTN and QTN improvements of high regional significance: CBD rail link…” The RLTS further highlights its priorities to include “major investment in rail, bus and ferry infrastructure and service improvements”.

One of the main components of the RLTS is “constructing the central business district (CBD) rail link by 2021 and further increasing frequency and capacity.” The RLTS notes further that the Project “will play a critical role in providing capacity for the rail system to continue to grow beyond the 10 minute peak services currently planned, will produce faster journeys from the west of Auckland to the CBD, and will provide greater coverage of the CBD. The capacity of the rail system is currently limited by the tunnel leading to the Britomart terminal. Construction of the CBD rail tunnel will allow Britomart to operate as a through station rather than as a terminal. The consequent increase in system capacity will enable trains to be operated at higher frequencies and will provide the ability to operate new services to the CBD, including rail services connecting with the airport and using the proposed Avondale-Southdown Line. The CBD rail link will also provide improved rail coverage to the CBD. Without the access provided by the CBD rail link, the growth of the CBD will be constrained as roads become increasingly congested and the number of buses in the CBD becomes harder to manage. The wider economic benefits need to be fully recognised in developing and planning for the construction of the CBD rail link. This needs to be progressed with urgency and the link needs to be operational by 2021.”(emphasis added) The Project is supported by the RLTS. The Project meets the objectives and implementation strategies for the strategy whilst achieving its proposed outcomes and targets.

Auckland Regional Land Transport Programme 2012-2015 (RLTP) The RLTP is prepared under the LTMA includes proposed transport activities and combinations of

The RLTP states that the key public transport development projects planned for the current cycle

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activities for three financial years, an indication of significant activities for the following three financial years, and a 10-year financial forecast. It is used to prioritise applications for government funding through the NZTA. Four priority focus areas are identified that, when addressed, will contribute to fulfilling the transport expectations set out in the Auckland Plan, the Government Policy Statement on Land Transport Funding and the RLTS:

include “protecting and beginning construction of the City Rail Link”.

· · · ·

Support the integration between land use and transport; Improve the efficiency and effectiveness of the region’s transport networks; Maintain and make best use of the existing transport system; and Improve transport safety and reduce the adverse impacts from transport on the surrounding environment.

The RLTP further states that the CRL will “increase the accessibility of the City Centre, New Zealand’s largest concentration of economic activity, to more than half a million people within 30 minutes’ travel time by rail, which is completely free of road congestion. This will release the economic potential of Auckland’s City Centre and growth centres, and lead to economic benefits estimated at $2.4 billion.”

Auckland Regional Public Transport Plan 2010 (RPTP) The RPTP identifies the CRL as a key future transport project that will grow and enhance Auckland’s transport network.

The purpose of the RPTP is to identify how AT (originally ARTA) will give effect to the public transport components of the 2010 Auckland Regional Land Transport Strategy (RLTS), and contribute to achieving an affordable, integrated, safe, responsive and sustainable land transport system in an efficient and effective manner. The Plan is a statutory document which is prepared pursuant to the provisions of the Public Transport Management Act 2008 (PTMA). It specifies the public transport services proposed for the region, and the policies which apply to those services.

The RPTP also states that the Project “will reinforce the existing role of central Auckland as a regional destination for workers, students and residents, and will also cater for the projected growth in the size and intensity of the centre of greater Auckland. Enhancing access through a CBD rail loop is critical to the central area’s contribution to lifting the entire region’s (and therefore the country’s) economic performance. This rail tunnel loop is more than a rail link. It is a transformational economic development project at the centre of the new super city.”

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8.10

Relevant Non-statutory Planning Documents

In accordance with section 171(1)(d) of the RMA, the territorial authority may consider other matters in order to make a recommendation on the requirement including any relevant nonstatutory planning documents (listed below). Table 8.7 Non-statutory Planning Documents Provisions Summary

Comment

Draft Economic Development Strategy (EDS) The EDS sets out the Auckland Council’s 10-year strategy to make Auckland an internationally prosperous city by: · ·

Of the 64 proposed actions generated in the development of the EDS, 12 actions were identified as priorities for progress and inclusion in Auckland Council’s LTP. One of those 12 actions is the delivery of an integrated transport system with the Project being a key component.

Identifying the key strengths and weaknesses in Auckland’s economy; Setting achievable targets for Auckland’s economy that progress can be measured against and sets out a pathway to achieve these targets; and Identifying a range of economic and socioeconomic actions that will improve prosperity in Auckland as well as underpinning improvement in social conditions.

The ADS further states that the Project is a key infrastructure project which “will be transformational for Auckland by relieving a transport bottleneck and enabling the full economic potential of the central business area, New Zealand’s most productive economic area. It will also significantly improve rail services in the wider Auckland area to the west and to the south, by providing greater efficiency on the network, reduced trip times and increased frequency of train times.”

The EDS is a regional document, underpinning the Auckland Plan.

The timeframe for completion of the Project is noted in the EDS as 3-10 years.

To achieve Auckland Council’s 10-year strategy, the EDS establishes a number of core strategic directions, and sub-directions with the following being relevant to the Project: ·

A business-friendly and well-functioning city: o Auckland Council will lead and build an international reputation for Auckland being open and business friendly; and o Auckland has well-functioning economic infrastructure.

City Centre Masterplan (CCMP) 2012 The CCMP is a 20-year vision that sets the direction for the future of the city centre. The CCMP is set within the context of the wider transformation of Auckland as set out in the Auckland Plan.

One of the nine critical assumptions made in the CCMP is that the Project will be in place in approximately eight years.

The CCMP shows the opportunities that Auckland’s city centre enjoys and the challenges it faces. It looks at the context for change and is based on nine critical assumptions around the future development of the city centre and region. The CCMP is designed to transform the city centre and deliver a

The CCMP also lists a number of key outcomes to be met by 2032 together with targets / success indicators for these. Outcome 6 is that the city centre will be the hub of an integrated regional transport system with range of public transport options. The associated target is to continue the modal shift in the city centre from private motor

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competitive and exhilarating place.

vehicles to public transport. In addition, the Project is explicitly included as one of eight transformational moves for Auckland, with the CCMP noting that “city neighbourhoods with an energy and pulse are places to which people gravitate. They can’t be manufactured, but their foundations can be put in place. Access is one such foundation. In addition to being great places to live, work, socialise and walk around, city neighbourhoods must be easy to get to. The City Rail Link is our opportunity to create highly accessible city precincts – or growth nodes – around the existing and new (Aotea, Karangahape Road and Newton) City Rail Link stations.” (emphasis added) Based on the above, it is therefore considered that the Project delivers the objectives of the CCMP.

Waterfront Plan 2012 The Waterfront Plan is a 30-year plan for the delivery of projects to meet the waterfront vision and goals. The Waterfront Plan sets out the vision and goals for the waterfront and a range of short, medium and long-term initiatives, to be delivered by Waterfront Auckland, in partnership with a range of other parties including other landowners and investors. The Waterfront Plan was developed in an integrated way with the Auckland Plan and the CCMP. A key goal of the Waterfront Plan is creating a connected and accessible waterfront. This includes ensuring that the waterfront is: ·

Highly accessible with improved pedestrian and cycling linkages and fast, frequent and low-impact passenger transport; and Physically well connected to the city centre and neighbouring suburbs.

The Waterfront Plan states that “a number of major proposed strategic transport projects will have a significant impact on the waterfront including the […] City Rail Link between Britomart and the western line”. The Waterfront Plan also states that the Project “is vital to support the residential and employment growth of the city centre, to dramatically improve regional rail access and journey times to the city centre and to achieve liveability aspirations.” Based on the above, it is therefore considered that the Project is consistent with the goals of the Waterfront Plan.

The Waterfront Plan notes that there are a number of major strategic transport projects, including the Project, which in the long-term will have a significant role in achieving this goal. Auckland Transport Plan 2009 The Auckland Transport Plan 2009 produced by ARTA (now an AT plan) brings together all of the region’s transport programmes, offering a single transport view for the region. The vision of the ATP is for the integrated road, rail, bus, ferry, cycle and walking networks that give effective access to transport for people and goods, including an integrated passenger transport system that provides an attractive, viable and regionally agreed alternative to the use of private vehicles.

It is noted in the ATP that the decision to electrify the rail network has allowed work to begin on planning for the CRL. The ATP highlights the benefits that the Project can bring to Auckland including: · ·

Higher train frequencies across the entire rail network; New stations in the City Centre and future extensions to an electrified network (e.g. the airport); and

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Increase in accessibility of the City Centre to more than half a million people, within 30 minutes travel time by rail, which is completely free of road congestion.

The ATP also states that a “successful economy depends on reliable infrastructure. Businesses will benefit when they can easily access markets, labour and goods, and when, with reduced travel times, more people are able to access key commercial and retail centres across the region, including central Auckland. As an example, completion of the CBD rail tunnel will result in more than 200,000 people being within 30 minutes’ travel of the Auckland CBD.” Auckland Passenger Transport Network Plan 2006-2016 (PTNP) The 10-year PTNP, produced by ARTA is designed to recognise the way Auckland is growing, and to change the way Auckland moves. It sets out detailed plans for a RTN, a QTN, and local and targeted transport services to support the development of Auckland as a successful, modern city. Plans for the rail component of the RTN are set out in more detail in the Rail Development Plan. The plan contains the following: · ·

A 10-Year Plan (2006-16) for developing the passenger transport network; Standards for delivering passenger transport services and infrastructure via principles and service level guidelines; and An outline of a reformed fare system.

The PTNP states that by 2050 “it is anticipated that the passenger transport system will be carrying around 200 million passenger transport trips (or around 15 per cent of peak mode share) annually between regional centres at high frequencies, with consistent travel times. This will need a passenger transport system founded on a high frequency, high quality service operating along a ‘transport spine’ unimpeded by road traffic congestion. The spine is likely to carry around 40 per cent of all passenger transport trips, around 80 million a year. As the rail network will form the backbone of this it will carry a high proportion of these trips. To provide the required capacity on the rail system, the CBD underground loop line needs to be built.” (emphasis added).

Rail Development Plan 2006 The Rail Development Plan produced by ARTA (now an AT plan) aims to revitalise rail infrastructure to allow tens of thousands of commuters to reach the City Centre without using regional arterial roads. In 2006 rail accounted for ten per cent of passenger transport journeys. This plan aims to increase this to 20 per cent by 2030. The plan suggests the current limits for rail are capacity constraints due to the number of trains, frequency, the limited locations of the corridors and the quality of service from old infrastructure.

The CRL will increase the capacity of the Auckland rail network, through turning Britomart into a through rather than a destination station, and by providing greater penetration to the mid-town area of the city centre. This will also reduce travel times for passengers travelling to and from Britomart to the west. The CRL will also provide greater resilience of the Auckland rail network through providing this additional connection to the NAL.

The plan outlines two options for intensification of the system. ·

The first is to increase suburban services with high frequency and service extensions (e.g. the Onehunga Branch Line and an Airport Link). The second is for an underground rail link. The plan notes the efficiency improvements

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that could be attained through renovating Britomart to a through station rather than a terminus. The plan indicatively notes that construction could occur on the Project around 2013 with completion circa 2020. It also details statistical data which promotes the development of the Project.

The CVA attached in Appendix 6, Volume 2 CRL NoR suite of documents contains information on the Iwi Management Plans which are in existence in relation to the iwi who have indicated an interest to AT142 in the CRL project.

142

See section 5 of this AEE for a list of iwi who have indicated to AT that they have an interest in the CRL project.

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Conclusion

The proposed designation is necessary to identify the CRL to the public and to authorise AT to construct, operate and maintain the CRL. The designation mechanism is the most appropriate planning tool by which AT can achieve both its objectives and the objectives of the CRL project. The designation once confirmed will be identified in the District Plan and will provide certainty of the location and extent of the CRL to those current and future landowners and occupiers affected by the designation footprint. It will also authorise AT to undertake the work notwithstanding anything to the contrary in the District Plan. Matters that are considered relevant to the assessment of the NoR have been addressed within the CRL NoR suite of documents, including this AEE. The CRL NoR suite of documents provide information on the alignment, station locations and interchange, including: ·

Previous investigations;

Policy documents which promote and support the CRL (particularly the Auckland Plan and the RLTS);

The consideration that has been given to alternative alignments and station locations;

An indicative concept design for the CRL;

The consultation undertaken to date and what is proposed on-going for the project;

An assessment of the effects on the environment, including environmental assessments undertaken by technical experts;

An assessment of planning legislation, statutory documents and the relevant nonstatutory documents.

The actual and potential adverse effects of the Project will predominantly be temporary effects occurring during the construction of the CRL will mainly occur where surface works are proposed. The majority of the CRL is underground and at some depth below the ground. The use of a TBM to construct the majority of the 3.4km underground tunnels will mitigate a number of potential effects that would otherwise be generated if other construction methods were used (including a greater level of effects at the surface on private and public property, and on the road transport network). The construction of the CRL will not be unlike the construction of other infrastructure projects in Auckland. The localised nature of the surface works in separate areas along the CRL is similar to the construction and effects that would result from new commercial office and residential buildings built in the city centre. The surface construction areas are quite localised and specific to the connection of the CRL to the rail network at Britomart and the NAL and the construction of the stations (Aotea, Karangahape and Newton). Whilst the Project has localised adverse effects, these can be reduced in scale by the mitigation measures proposed. Some proposed effects will be unable to be avoided; however these are generally associated with construction and are temporary in duration or can be managed and mitigated such that overall the Project meets the purpose and principles of the RMA. The CRL is a key Project to be delivered under the Auckland Plan. It recognises the CRL will create significant place shaping opportunities and contribute to creating a well-connected and accessible

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Auckland. The CRL is seen as critical to Aucklandâ&#x20AC;&#x2122;s future growth, focussing on the centre as the employment and economic hub and connecting the centre to the wider network and centres in the Auckland region. Patronage on passenger services on the Auckland rail network has increased significantly in recent years following investment by central, regional and local government in improved services, trains, stations and infrastructure. Growth in patronage is expected to continue over the next decade and beyond as further investment in electrification and electric trains comes on line and the population of Auckland continues to grow. The CRL is anticipated to deliver a wide range of significant benefits from a social, economic, public transport, and rail infrastructure perspective. The CRL will enhance accessibility, travel efficiency, and trip reliability to, from and within the Auckland city centre area, which will assist in maximising public transport patronage, assist in facilitating growth in employment in this area, and assist to focus this area as the economic hub of the Auckland region. It will unlock the Auckland rail network through making Britomart a through station rather than a terminus station. The proposed stations will assist in promoting and supporting intensification of residences and businesses around them. In accordance with section 171 of the RMA, the assessment of the Project against relevant policy statements and plans has concluded that the Project is consistent with these documents, in particular the Auckland Plan and the RLTS. Section 3 of this AEE sets out the alternative sites, route options and methods considered in regard to the Project. This is further supported by the two option evaluation reports contained in Volume 3143. The proposed designation and work is necessary to achieve ATs objectives and the CRL Project objectives, and adequate consideration has been given to alternative sites, routes and methods. Overall the Project will promote the purpose and principles of the RMA.

143

Appendix 11 and 12 (CRL NoR suite of documents).

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