Stakeholder Reference Stakeholder's Comment NX2 Response

Transcription

1 The ULDSP is not the mechanism used to authorise the Project compliance with all Project conditions. this scope, such as the functionality of structures, is not addressed in this document or through this process. Stakeholders or interested parties wanting further information can contact the Stakeholder and Communications Team on or at The Urban and Landscape Design Sector Plan - Warkworth (ULDSP), has been guided by the outcomes outlined in the Urban and Landscape Design Framework (ULDF). Although effort is made to ensure all outcomes are achieved, outcomes can conflict meaning that a balanced approach is needed to achieve the overarching outcomes of the ULDF. Stakeholder Reference Stakeholder's Comment NX2 Response A 1 The north-western portion of the land adjoins designation 6769, being the designation for the northern motorway extension from Puhoi to Warkworth. The proposed zoned areas will be outside of the buffer and effects areas identified in the NZTA Guide to the management of effects on noise sensitive land use near to the state highway network, this is because the land is further than 140 metres from the proposed carriageway location of this part of the motorway. The effects of adjoining land uses still needs to be taken into account. The Urban Landscape Sector Plan ( UDLSP ) for this area indicates an extensive area of Terrestrial Mitigation Planting as well as Stream Edge Mitigation Planting, Low Stature Wetland Mitigation Planting and Swamp Forest Mitigation Planting. Confirmation of whether this mitigation planting will need to be retained and protected in the future is required; however, as mitigation planting it would be expected that this would have to be retained. If this is the case then there is both a distance and planted buffer between the formed motorway corridor and the proposed urban land uses. Mitigation planting (MPT) will be retained permanently as it is required by designation condition D59, to offset species lost in construction of the Motorway. A portion of 'mitigation planting - terrestrial' (MPT) planting has been removed and redistributed elsewhere over the sector to enhance other outcomes. Please refer to section 7 sector plans, page 53. A 2 The general strategy and principles set out in sections 1, 2 and 3 of the draft Urban and Landscape Design Sector Plan (ULDSP) are strongly supported. In particular, the concept of a stitched together landscape and relatedness to localised land use patterns and vegetative associations are seen as being especially enlightened. Thank you for taking the time to contribute to this process and the outcomes of this project. A 3 The ULDSP needs to take greater account of signalled land-use changes, such as FUZ land, in anticipation of how the status quo of some areas adjacent landscape character is likely to dramatically change. Planting has been designed to suit the current natural landscape, to create a 'stitched together landscape' as stated within the ULDF outcomes. It is understood that the Future Urban Zone plan change is 'proposed'. The primary purpose of the ULDSP is to implement the ULDF through integrating the Project's permanent works into the surrounding landscape. Whilst the FUZ is a potential part of that future landscape, it is one consideration of many in balancing the outcomes of the ULDF. A 4 An explicit statement about how the ULDSP can respond or adapt to collaborative ventures with adjoining land owners to strengthen the stitching initiatives would be constructive. Landscaping has been altered as per comment A1. The ULDSP is a one off document to show how the final motorway design implements the ULDF. Once certified, the consent conditions are met the construction will continue in accordance with the designs presented in the ULDSP. Any opportunities beyond the designation boundary fall outside of the remit of this ULDSP. Stakeholders or interested parties wanting further information can contact the Stakeholder and Communications Team on or at info@nx2group.com. A 5 The longer-term impacts of the indicated maintenance yard near intersection upon that part of the structure plan area. The indicated yard will be located adjacent to Business General Business zoned land and will the uses be compatible given that there are a wide range of activities provided for in the Business General Business zone? A 6 Is there provision for a shared path on the plan change side of the existing State Highway. It is noted that such a path is proposed for the opposite, eastern side of the highway, but nothing on the SFE side of that corridor. Given that the plan change will provide for residential development a walking and cycle way path would be beneficial with more direct access to proposed residential development. The proximity of the yard to the proposed highway makes sense from a functional perspective with regards to the ongoing maintenance requirements for the new road. This proximity also means the yard is not incongruent from a character and visual perspective. The only shared path for the project is located to the north of Existing State Highway. The current environment and safety aspects were considered in the location of this path. From Matakana Link Road to Kaipara Flats Road and the northern side is the safest in regards to minimising crossings across the existing and proposed State Highway 1. In addition there is insufficient road reserve to provide two paths with the 4 traffic lanes. A 7 Ensuring that the proposed stormwater outlet on the Plan Change side of the existing State Highway will not compromise the potential for an intersection of a potential collector road with the Matakana Link Road. A 8 The stormwater wetland at the Warkworth end of the motorway is located where a Park n Ride had been indicated in the Supporting Growth document. If the stormwater wetland is a permanent feature this will remove the opportunity for a Park n Ride in the future. The Matakana Link Road intersection is still in a preliminary design phase, and is currently outside of our designation and therefore out of the scope of this ULDSP. The plans currently provided show designs outside of designation, which are indicative and subject to further authorisation processes as indicated on the plans. The design as presented shows permanent works. The area used for the wetland is currently designated for to allow for the construction, operation and maintenance of the motorway. The location of the wetland is determined by spatial and topographic constraints, and the requirement for the wetland to receive and provide treatment for the motorway and northern connection carriageway runoff. The wetland and terrestrial mitigation planting are necessary for the function of the motorway and to successfully meet all designation and resource consent conditions. While accommodating future land uses is one aspect to be considered the functional requirements and landscape and ecological outcomes outweigh these, especially where they are at odds, as it is in this case. Please refer to Auckland Council for information regarding future plans for this area. A 9 Ensure that the future options for the motorway are secured in light of the fact that this road may become a local road in the future if the motorway extends north further to the west. Construction should not preclude the ability for future connections as roads or under passes. The fundamental design brief for this project is for a motorway from Pūhoi to Warkworth. No provision has been made for potential future changes such as bridges or a further northern motorway connection. A 10 Exploring ways for barrier detailing to be more transparent as opposed to being in the form of a concrete barrier - on crossing of major features such as the Mahurangi River would allow greater expression and appreciation of those features to be enjoyed by motorists. In so doing, the travel experience would be enriched and the value of the feature heightened. An effort to limit the height of the concrete element is acknowledged, but there are likely to be other detailing options to avoid this solid element entirely. A concrete barrier is the barrier solution that meets the NZTA safety standards on bridges.

2 A 11 Species of vegetation being indicated for various purposes would benefit from review to better respond to well-established, predominantly natural themes that exist (and in so doing, better reflect the contextual and stitched ambitions set out in the introductory parts of the ULDSP). This brings a stronger ecological underpinning to the landscape design dimension of the project. For example, the Pōhutukawa with its strong coastal relatedness as a species - being indicated for the intersection of the new road with SH1, might be better presented using Totara, Kahikatea and Kowhai that currently prevail in this lowland, alluvial landscape. Specifically, Warkworth has a well-known and established festival each year named the Kowhai Festival. Kowhai tress would be more representative of Warkworth. Critical scrutiny of many of the native species contained in Section 8 could see those give way to plants that are more representative of the flora that is found naturally in the immediate setting of the motorway corridor. Planting has been considered extensively and with input from Hōkai Nuku and ecologists, with species chosen based on a variety of factors such as stream and wetland locations, soil conditions, slope of land, existing species in the area etc. A key component of the planting included along the alignment is for the purposes of mitigation (Designation Condition D59). The need to comply with this condition has largely dictated the species and ratios for these areas. Similarly, there are specific requirements for planting on engineered slopes, and species have been selected for these areas that are best suited to the conditions. In terms of the roundabout location, a number of kōwhai are specified in the current design. However, pōhutukawa have been selected as the predominant specimen tree species for their proven durability in the harsh road environment as well as providing flowers in summer and consistency with the southern sector. A 12 Some limited parts of the Northern Gateway Toll Road leave a legacy of unsuccessful mitigation/rehabilitation which are expressed as enduring scars and continuing discharges of large volumes of sediment. The mudstone cuts near the Pukeko Bridge and poor establishment of planting on subsoils nearby are two examples. The ULDSP could usefully address those examples of failure and include a full exploration of measures to address such challenging circumstances, such as soil management, a range of direct seeding methodologies etc. The ULDSP discusses the ways in which these issues will be avoided and remain consistent with the requirements of the ULDF (see section 5.9). In short, the NZTA P39 specification is utilised and the slope design is consistent and capable of supporting appropriate surface treatments. This will include hydro seeded grass on steep slopes, planting into 300mm of topsoil where appropriate, and leaving rock faces exposed. B 1 I acknowledge the planting of the poplars since this will obviously help with the screening on such a steep slope. However looking at the maps this stops at around and I am interested to know what the planting is from onwards three different types of green shading shown. I am assuming it is some type of native plantings and other similar vegetation with enough height to provide some screening from light pollution at night. Is that the case? Page 52, under Section 7: Sector Plans, contains the landscaping key to link the shading found in the plans to the different types of planting mixes. This key is connected to Section 8: Planting Schedules, which breaks down the species used in each planting mix as well as containing images of the majority of species used. In this particular location (Chainage 48500), for example, the three planting mixes used are; 'grass to pasture', MPT and 'landscape restoration' (PLR) planting. Planting comprises a range of native shrubs and trees, including canopy species of height (see response to following comment below). This planting should provide some screening from headlights at night. Furthermore, in order to meet the ULDF principle of encouraging a dark night sky, street lights are limited to only those locations where they are essential for safety and operational requirements. Within this ULDSP, there are no street lights proposed south of Chainage (near the northern end). The landform at this Chainage will perform more visual screening of the road which is why the poplar screen does not extend further. B 2 It is clear that since the properties at Viv Davie-Martin Drive are in quite an elevated position they have sight lines all along the new road for quite a while past and as such would appreciate that some screening (not necessarily poplars) was continued along from The view to the southwest from Viv Davie-Martin Drive is already partially obscured by the existing landforms, and existing vegetation. The alignment south of is low in the landscape and is cut into the hillside so it will be obscured. Additional MPT planting has now been incorporated to the east of the alignment at to infill the space between the existing native bush and planting to the south and north. MPT planting and landscape restoration mix (PLR) planting around the stormwater wetland past Chainage should sufficiently screen the new road. Further MPT planting has also been added between chainages and The MPT and landscape restoration mix (PLR) planting mixes, make up the majority of planting from Chainage to These mixes comprise species such as kauri, kahikatea, puriri, rewarewa, tanekaha, totara, miro, matai, rimu, taraire, titoki, karaka, parapara, five finger, nikau and kowhai. These plants will range between 1.5m and 5m in height after approximately 5-8 years of growth, with further growth potential for some trees to 30m. B 3 The key just makes general comments like mitigation planting, what exactly does that mean/ consist of? Please refer to Section 8 for details of the specific planting mixes. B 4 While poplars fit the bill from several angles they are tall, and relatively fast growing; they are deciduous and don t provide much screening over winter. Also they will need to be planted down from the road sufficiently so that as they mature the bottom of the trees don t become bare leaving the screening only above the level of the road. The plan suggests they are under planted by grass between them and the motorway, is that correct? As above, the poplars are not the only landscaping along this strip. They will be supported predominantly by PLR planting and with some 'mitigation planting stream' and 'mitigation planting stream edge' mixes. The majority of which are evergreen. Please refer to pages 46 and 47 of this ULDSP, where cross sections demonstrate the planting and their screening effects with regards to sight lines. The plans show that the poplars are predominantly under planted by landscape restoration mix (PLR) planting. Cuts which face away from the majority of properties will be 'grass to pasture'. It is noted that screening is not able to entirely conceal the view of the new road but to soften the appearance of the new infrastructure and lessen any visual impact. The poplars are intended to provide screening for short to medium term, until native species can provide the same function. C 1 We request the construction of 1.2m or higher concrete noise barrier on the inside (east) berm of the road circle between the 2 bridges and a little farther along. All bridges have a concrete barrier of a minimum 0.81m in height which extends beyond the foot print of the Bridge, this has been made clearer in the section 4.2, page 15. An option to change the barrier type between the two bridges is being investigated. Impacts from motorway operational noise have been provided for in condition D71 of the Board of Inquiry Conditions. The motorway has been designed to comply with this condition. C 2 Due to potential water load increases we want to see change in the flow of the water from above ground ditches (visual pollution and overflow issues) to culverts underground. Also we object to water being proposed to drain southwards onto an existing waterway right through our property when the best option exists to be directed north into the river itself, not our side creek. The ULDF has an outcome to minimise culverts. Swales are the preferred option due to conveyance capacity and the ability to capture overland flows from adjacent/local catchments. The proposed swales will be landscaped with native plant species that are similar to the restoration planting proposed adjacent to the swales. It is not possible to direct the water into the river to the north, immediately upstream or downstream of the bridge, as the peak water levels (due to the relatively steep river gradient) are too high when compared to the existing discharge point further downstream. C 3 Footpath widened from.9m to 2.4 m to allow for transit of lawn mowing equipment, disabled access and/or stock movement. The scope of this document is generally limited to urban and landscape design and visual effects, as per designation conditions D34 to D37 and to the outcomes of the ULDF. Matters outside of this scope are not addressed in this document or through this process. Our Stakeholder and Communications team are available to provide clarification about this request if required. Please contact the Stakeholder and Communications Team on or at info@nx2group.com. C 4 Maintenance Carpark access needs to be moved as it impacts on our personal drive access. Note that the plans shows a slight realignment of Woodcocks Road, which moves it south, away from the property. The area delineated for maintenance access will be where the current road alignment is. The existing driveway will be re-graded to tie into the new road levels. The existing culvert will be extended and the gate is to be retained. The driveway will not be impeded.

3 C 5 Creation of a noise reducing embankment along the length of Woodcocks Road due to increased traffic flows created by the designation of Wylie Road. Impacts from both construction noise and motorway operational noise have been provided for in the Board of Inquiry Conditions. The proposed realignment of Wyllie road will have a minor impact to traffic patterns along this stretch of Woodcocks Road with noise impacts assessed to be minimal. Furthermore, with the realignment of Woodcocks Road, the road will be further away from the property. If you are concerned about construction related noise, please contact our Stakeholder and Communications Team or Auckland Council. C 6 We want to discuss the impact of the upstream river diversion on flow rates and the subsequent erosive potential at point 6 as designated. Flooding has been considered by the Board of Inquiry and conditions have been assigned to the Project accordingly. The Project has been designed in accordance with these conditions. It is noted that the sub-catchments to the north-west of the Carran Road/Woodcocks Road intersection, and the area to the south of Woodcocks Road currently discharge at point 6 as marked on your submission These catchments currently flow under (via culverts) and over the roads and discharge into the swale system upstream of the property at 372 Woodcocks Road. The proposed design emulates this flow regime by conveying the catchments into the proposed culvert under the motorway embankment and discharging into the swale upstream of # 372. Resource Consent conditions (RC67A and RC68) place limits on allowable increases in peak flow depths, and this includes provisions to ensure that the project does create flooding that would (in specified events) impact floor levels that currently do not flood. C 7 On a positive note, we are happy, subject to our above needs being satisfied, for the creation of a native vegetation buffer zone with request for large species (2M+) to be planted. In general the planting will be small at establishment, but it contains large species that will grow taller. The exception to this is the specimen trees identified on the maps in section 7. It is noted that species to be planted as 45L specimen trees are close to 2m in height upon planting. D 1 The Draft ULDSP: Warkworth Sector does not completely provide a cultural footprint as it does not include details for the art to be installed at the northern roundabout. Detail on the cultural footprint is included for context only. The ULDSP does include context sensitive art features to mark the entrances to Puhoi and Warkworth. NX2 and Hōkai Nuku are currently in the process of commissioning art and putting together concept designs for the Warkworth Gateway. The art feature is being designed in consultation with Hōkai Nuku, Auckland Transport and Auckland Council. Details of the art feature will be available to the public at our drop in centres and updates will occur through the weekly newsletters. D 2 Designation Condition D27 requires the preparation of the Urban and Landscape Design Framework (ULDF) which shall be consistent with: (a) The urban design and landscape themes of the Northern Gateway Toll Road; Designation Condition D33 requires the preparation of the ULDSPs for each sector of the Project in compliance with the ULDF. The ULDSP: Warkworth Sector does not comply with the ULDF nor the Designation Conditions. The art piece is to be located at the Warkworth leg of the intersection. Overall, the aim will primarily be to respond to the identified narratives articulated in the Cultural Footprint Framework with a gateway feature. The feature will draw upon the strong connections of mana whenua to the flow of water from the Puhinui Falls to Te Waihē Awa (Mahurangi River) and to the harbour at Warkworth. Where possible, the gateway will also strengthen the link between the gateway, the township and the wider Warkworth area. Matters relating to compliance with Designation Conditions should be addressed to Auckland Council. Note that this is the second of three sector plans to be prepared, as per the sectors set out in the ULDF. The first being Moir Hill and Hīkauae Sector (now certified by Auckland Council), and the third will be Pūhoi Sector expected in the second half of D 3 The Designation Condition D38B states that The Requiring Authority shall provide a draft of each ULDSP for comment to the stakeholders, not to survey them. Using Survey Monkey as the medium for responses is inappropriate. Surveys direct particular responses as shown by the first question which seeks to direct feedback on the outcomes. This question also sets up the type of response that would be given to the next question even though it appears open-ended because it establishes the mindset for stakeholders responding to the document. The designation conditions only require comments. NX2 should allow this in a flexible and unrestricted manner. Thank you for taking the time to contribute to this process and the outcomes of this project. Your feedback is acknowledged. D 4 The Draft Urban Design Landscape Sector Plan (ULDSP): Warkworth Sector does not achieve a clean uncluttered highway outcome as the proposal is to use mesh on the rock batters. In comparing the Draft ULDSP with the ULDF it appears that the requirements of the ULDF has been ignored in many areas. The ULDF formed the brief for the project. It was established under the designation conditions and variance from it is a contrary to the conditions. It is not the place of the Draft ULDSP to interpret the intent of the designation conditions. That is the role of the ULDF. The ULDSP should be specific in how it meets the requirements of the ULDF and not vary from them. The Draft ULDSP: Warkworth Sector has not adequately address the matters required by the ULDF or the specific Designation Conditions relating to this area as follows: The ULDF has a number of outcomes and preferences that relate to the design of the motorway. In addition the design must comply with the relevant design and safety standards for NZTA roads, as well as minimise its impact on the surrounding environment. In many instances there are competing outcomes that have influenced the design. These include: - Steep slopes with exposed rock - Monoslopes as a preference to benched cuts - Clean and uncluttered highway - Avoidance of weeds - Minimising the impacts on native flora and fauna - Safety of road users from rock fall - minimising the footprint of the motorway - integration of the permanent works into the surrounding landscape and topography. High cut slopes are necessary to construct the motorway, they embed the road in the landscape, minimising a range of impacts, not least visual. Keeping cut slopes steep has many benefits, but in instances where there is unstable rock there is a significant safety risk of rock fall. This can be managed by use of rock mesh, by making the cuts less steep, or by benching (also not preferred in the ULDF). When considering the design for the Motorway and the surrounding environment it has been considered that steeper cuts that utilised rock mesh would provide a better overall outcome. This is in part due to the fact that if a rock cut slope was to be flattened to manage safety concerns this could increase the footprint of areas of cut significantly. This in turn would lead to a greater visual scar on the landscape, greater impacts to flora and fauna, and potentially less ability to stich. Section 4.9 of this ULDSP explains that the mesh over rock cuts will be used only where necessary. The mesh will be lightweight and will generally stop at least 5m above the road level. The lower edge of the mesh will be a clean and consistent line, in order to be less visually imposing. Note that there is only one area in the Warkworth Sector where rock mesh may be used (405800). The use of mesh is contrary to the Designation Conditions and if put into effect will amount to an infringement under the RMA. Matters relating to compliance with Designation Conditions should be addressed to Auckland Council.

4 Designation Condition D26 puts the obligation on the Requiring Authority to design and construct the Project so that it sits well in the environment. The next Designation Condition, D27, states that The Requiring Authority shall prepare an Urban and Landscape Design Framework (ULDF) to identify how Condition D26 will be met. The Purpose of the ULDF shall be to ensure the integration of urban and landscape design with the overall design of the Project. The ULDF shall be consistent with: (a) The urban design and landscape themes of the Northern Gateway Toll Road;. There is no mesh used along the Northern Gateway Toll Road. Where hillsides have been excavated they are mostly rocky monoslope batters at slopes that minimise the risk of rock fall. The rock batters should be sloped in a manner that negates the need for the mesh and reduces the risk of having to undertake remedial earthworks to deal with rock fall in the future. See response to Comment D4 above. A difference in geology, and terrain (which requires deeper cuts) for the Pūhoi to Warkworth Motorway along with the earlier points has meant that a more extensive range of geotechnical treatments has been needed than what was used on the Northern Gateway Toll Road. The ULDF has been prepared in accordance with the Designation Conditions. It is very clear that the project outcome should be for a clean, uncluttered highway (Outcome 3.1, pg. 11). The use of mesh will add to the clutter in the drivers view. This ULDF outcome is derived from Designation Condition D26 as above and is further explained in the ULDF as providing a refined and minimalistic aesthetic (pg. 15). Where used, wire mesh will be as fine as possible and will extend down from the top of the cut to and around 5 meters above the road surface. The bottom of the mesh will form a clean consistent line. The ULDF goes on to describe how the high cut batters are to be dealt with in Para. 4.9 on page 18. A... strategy of leaving large cuts as either bare rock or groundcover vegetation (moss, ferns, grasses, herbs)... is to be adopted. The use of mesh is contrary to this requirement. See response to Comment D4 above. Designation Condition D33 requires the Requiring Authority to go on to prepare Urban Design and Landscape Design Sector Plans (ULDSP) in compliance with the ULDF. Again, the Designation Conditions put a requirement in Designation Condition D37 that Each ULDSP shall: (b) Employ techniques to ensure the cut rock face resembles natural fractures where appropriate; and (d) minimise the visual impact of:. ii cuttings and fill embankments through appropriate grading to integrate with the surrounding landscape (where practical) and landscaping, avoiding engineered looking landforms and retention and incorporation of naturally occurring landforms and features within the area of earthworks (e.g. rock outcrops, watercourses, ridges):. Section 4.9 of the Warkworth ULSDP sets out the approach to High Cut Batters. This states that rock will be left exposed to showcase the geology. Fixed drapery wire mesh may be used on rock faces to stabilise the slopes and contain loose and falling debris. Overall there is a preference to avoid any geotechnical treatments to rock faces where possible. See response to Comment D4 above. The Draft ULDSP: Warkworth Sector proposes the use of mesh down to 4.7 m above the carriage way on the batters where geotechnical conditions require this outcome. It should not be necessary if the cuts were designed to be sloped to avoid rock fall. The Draft ULDSP illustrates an example of the wire mesh and it is clearly shrouding the rock face in cover, (pg. 22). The use of mesh would cover the rock so that it would not have the natural, exposed look. Mesh is an engineered solution to the control of rock fall which could also be managed by making the batters less steep. The Designation Conditions are designed to achieve a natural looking aesthetic to the project and avoid an artificial outcome which the mesh would emulate. D 5 The ULDF identified narrow medians with wire rope barriers as the least preferred option for the motorway and yet this is the option that has been adopted by NX2. The outcome will be a wide expanse of paving, visually monotonous for the driving public. Without detracting from the desire to have hard surface treatment that good maintenance conditions and weed control, consideration could be given laying a different road surfacing in the median strip to break up the visual imposition of a wide expanse of tarmac. Under Section 1.5 of the ULDF, the NZ Transport Agency Landscape Guidelines (Final Draft) (2014) is listed as a document that underpins and should be used to interpret the ULDF. These guidelines state that a road should "avoid designs, such as narrow central grassed medians which require the closure of active traffic lanes to be mown and maintained". As discussed on page 18 under Section 4, "whilst not a ULDF preference, does achieve other ULDF outcomes, contributing to an uncluttered highway, a clean road scape and continuous unbroken surfaces". Therefore, larger weight was afforded to this guideline. There are many reasons wire rope barriers are preferred in this instance outlined in section 4.4 of the ULSDP. D 6 A specific outcome of the ULDF is to achieve a stitched-together landscape (page 11 and page 21). On both pages there is an illustration where planting patterns continue on either side of a motorway as if the motorway structure was a ribbon laid on the landform. The Draft ULDSP: Warkworth Sector does not achieve this outcome. For a significant proportion the 5.1 km length of motorway of this sector, it forms a boundary to the landscape elements with different plantings on either side of the carriageway. This starts at the northern roundabout and from there for 800 m as the motorway goes south there is grass to pasture on the west side and a thin strip of Landscape Restoration Planting (PLR) adjacent to the carriageway on the east side screening Mitigation Planting Terrestrial (MPT) and various wetland plantings. There is an avenue of poplars but they are only on the east side. The first instance going south where the proposed planting treatment occurs on both sides of the motorway is in the vicinity of the Carran Road Flood Relief Culvert and only then for a short distance. A stitched-together landscape is achieved between chainage and the Woodcocks Road Bridge but then the motorway becomes a boundary again until chainage The next 1100 m is a stitched-together landscape but after chainage the planting treatment on each side of the motorway is again different until chainage then it reverts back to a stitched together pattern. Planting is proposed not to achieve symmetry as suggested by the comment but to achieve ecological, and landscape character stitching and more often this results in an asymmetrical result, which is expected when dealing with the landscape across such a large area. Where possible the new planting is also used to connect with existing native vegetation and provided an extended chain along the length of the motorway. Overall the approach from NX2 has been to focus on areas of high ecological value, or where there are significant opportunities to successfully enhance the ecological outcomes. A small amount of terrestrial mitigation planting has been relocated to infill one of the gaps at Ch Overall only about 40% of the length of the motorway in this sector has achieved this stitched together outcome. Consideration should be given to duplicating planting patterns on both sides of the motorway for a greater proportion of its length where this does not already occur. D 7 With respect to the avenue of poplars between chainage and the Carran Road Flood Relief Culvert the Draft ULDSP states (page 45) that the poplars planted for screening purposes will compliment other planting in this location It is assumed that this is referring to the line of poplars that already exist on the former Civil land. Using poplars because there are some nearby is short sighted. The existing poplars were planted about 100 years ago and are past their use by date. Over the past 15 years a number have fallen in storms and those that remain frequently lose branches in strong winds. The Draft ULDSP: Warkworth Sector uses an illustration of these on the title page for Section 6 CULTURAL OUTCOMES. The two trees on the left-hand side clearly show damaged branches and a fallen tree can be seen in the foreground between the second and third tree. Poplars exist throughout the wider landscape and are consistent with the character of the northern section. Poplars are used due to their quick growth for faster screening. Screening at this location is specifically required by the ULDF and designation conditions. Poplars are not the only landscaping along this strip. They will be supported (under planted) predominantly by 'landscape restoration planting' and with some 'mitigation planting stream' and 'mitigation planting stream edge' mixes. The majority of which are evergreen. D 8 The planting pattern does not appear to tie in the watercourses that feed into the eastern side of the stream planting that feeds into the Carran Road Food Relief Culvert whereas the watercourses on the western side have been shown as planted with Stream Mitigation Planting (MPS) and Wetland Mitigation Planting (WMP). There are three culverts that come down from the Martin Block which could be enhanced to tie in with the planting around these culverts on the private land to the east of the designation boundary. D 9 The acquisition of the Civil farm land left a small triangle of land inaccessible due to one of these culverts and the family elected to retire this residual paddock from pasture use. Five kauri have been planted here. NZTA and NX2 are aware of this as they have been protected by fencing to meet the Kauri Dieback Management Plan. There has been no attempt to stitch this planting into the designation landscape design. Stream Mitigation Planting (MPS) is a function of Board of Inquiry Condition RC58, which sets out mitigation requirements for any permanent stream loss. Stream mitigation is currently provided only on permanent streams. Although there may be benefits by tying in additional streams the greatest ecological benefit is gained on permeant streams and this is where the resources have been focused. Any opportunities beyond the designation boundary fall outside of the remit of this ULDSP. The location of the trees is too far away from the currently proposed mitigation planting and of lesser ecological value to give consideration to for 'stitching' opportunities. NX2 have selected and proposed mitigation planting where the ecological benefits are likely to be greatest.

5 D 10 The planting schedules proposed for the different planting areas in the Draft ULDSP: Warkworth Sector identify the percentages of each species type that is to be planted out. The density of planting is identified by the number of plants/m2 and ranges from 4/m2, i.e. 1 every 0.5 m, to 0.032/m2, i.e. 1 every 5.6 m. The spacing proposed for the dominant canopy species does not correlate to the density that would be found in naturally occurring situations and at best could be describes as sparse. Greater density planting to match natural environments would be appreciated. The proposal is based on an ecologists recommendation which is based on achieving the ecological requirements. It should be noted that a there is a two stage planting process. Stage 1 is a nursey crop of shrubs and trees that will support and shelter the stage 2 canopy species. Stage 1 species are spaced closer together than Stage 2; Stage 2 is infill planted within the Stage 1 plants. Hence Stage 2 spacing's may appear to be less dense. D 11 The ULDF noted that tōtara were the predominant native canopy species across the full extent of the Puhoi to Warkworth designation. Stage 2 MPT reflects this with 70% of this species being proposed throughout the designation. However, this does not reflect the actual predominance in specific locations. In the vicinity of Eco Viaduct for example the predominant canopy species is kauri. In the area north of Woodcocks Road it is kahikatea. The stage two MPT schedules have the percentages of each of these species as only 4%. The percentages of each species in localised areas should be identified so that the planting matches the predominance of the indigenous species in locality so that the landscape and ecological mitigation planting will marry planting with adjacent vegetation as required by the ULDF (page 24). The adoption of PLR species adjacent to the MPT planting area also introduces species that are not currently, nor historically prevalent in the area and will change the ecology in the locations they are proposed. The schedules for PLR does not include any kauri or kahikatea so the marrying of the across the areas of different planting is not integrated. Planting has been considered extensively and with input from Hōkai Nuku and ecologists, with species chosen based on a variety of factors such as stream and wetland locations, soil conditions, slope of land, existing species in the area etc. A key component of the planting included along the alignment is for the purposes of mitigation (Designation Condition D59). The need to comply with this condition has largely dictated the species and ratios for these areas. Whilst it would be preferable to change the ratios to match the predominance of the species in the area, the condition restricts replacement to those species lost, in quantities relative to the actual measured losses. Similarly, there are specific requirements for planting on engineered slopes, and species have been selected for these areas that are best suited to the conditions. The project will not replace the forest in the short term, but in the long term will be a self sustaining plant community which will adjust to match local conditions. Landscape restoration planting occurs only on engineered slopes so the plant mix has to be adjusted for that but NX2 have endeavoured to have the mixes match as much as possible. D 12 The Draft ULDSP acknowledges that historically the native plant communities in the northern sector of the designation are dominated by tōtara and kauri but the proposed planting schedule only has kauri included in the second stage MPT schedule so across the whole of the designation there will be considerably less than 4% of these trees present. In the northern sector the MPT comprises approximately 10% of all new plantings inside the designation. Greater percentages of kauri and kahikatea should be proposed. D 13 The ULDF requires that the planting be carried out in a bold manner using a restrictive palette of visually dominant species. The planting schedules identify 89 different species to be used in this sector and in the PLR Stage 1 schedule 17 species are listed. This is not a limited palette. The is no need to plant this variety of plant species. Reducing the number of species planted to this that are prevalent in each local would address this ULDF requirement. As above. The design meets condition D59 to provide mitigation planting based on the number of trees removed. The consent condition requirements do not ask NX2 to replace vegetation based on a historic understanding of the vegetation patterns in the area. Mitigation is calculated on the actual loss of existing native vegetation measured by project ecologists. We have a range of planting environments all meeting a range of ecological and functional requirements - wetlands, streams, cut slopes, road edge, swales, stormwater wetlands and so on. This leads to a long list of plants out of necessity. Collectively the plants have different attributes and characteristics (height bulk etc.), that when planted together help meet the outcomes of the ULDF, as well as promoting ecological diversity. Note 'Landscape restoration planting' has 17 plant species, 8 of which match the ecology planting canopy species to achieve ecological stitching, the other 9 form the stage 1 'landscape restoration planting' which also match the 'mitigation planting terrestrial planting. The NZTA landscaping specification P39 also suggests the use of at least 5 species and from a risk point of view it is prudent to use a larger number of species. D 14 The ULDF also requires that the landscape design avoid fruit salad planting with random mixes, and smaller areas of planting. This is exactly what the Northern Sector Plan does with the specimen planting at the Mahurangi Bridge, with the avenues of poplars as screening for Viv Davie-Martin Drive and the avenue of tōtara alongside the motorway between chainage and and the specimen titoki trees in the vicinity of the Woodcocks Road Bridge. As above, none of the planting mixes are random, plants have been individually selected and planting plans prepared. D 15 The appropriateness of avenues of tōtara at Mahurangi River Bridge and Woodcocks Road Bridge is questioned. These trees do not naturally grow in avenues. Random planting would be preferable and would give a softer outcome. D 16 Large areas of the designation are proposed to be planted directly with pasture grass, hydro seeded or left as existing pasture. In the absence of a definitive pasture management proposal this raises a concern over fire risk and weed control where expanses of grasses left unmanaged. The landscape plans show no consideration as to how the grasses will be controlled beyond the assumption that areas may be handed back to the previous property owners. This is aspirational but unrealistic. These trees are necessary for screening and creates variation in the driving experience, while also signalling change in landscape character. The underlying landscape restoration mix (PLR) mix at this location also includes totara, as well as other canopy species and over time will grow and reduce the linear appearance viewed in the plans. During construction land not used for construction will be productively utilised where possible. Areas not utilised in this manner will be periodically maintained. As far as practical, land will be handed back to productive use by the NZ Transport Agency and not kept as unproductive areas within the operating boundary. Individual landowners will form agreements with the Agency appropriate to their needs including pasture use, etc. Areas inside the operational designation will be regularly maintained for weeds. D 17 The Draft ULDSP: Warkworth Sector talks about retaining the existing poplars and planting new poplars to soften the view of Eco Viaduct in the vicinity of the Perry Road area (page 16). The Sector Plans do not identify any poplars in this locality, so the specific outcome identified in Section 6.3 of the ULDF has not been met. The Draft ULDSP excuses this situation as resulting from the narrow earthwork footprint. However, the poplars have already been removed ahead of the Draft ULDSP being approved to make space for stormwater wetland which could have been moved southward to allow them to be retained. Furthermore, this is not actually at the narrowest point on the designation but to the south. The issue has arisen for NX2 because they have elected to locate the carriageway to the east of the available land at this point. Discussions with directly affected stakeholders at this particular location have indicated that native species are preferred over retention of poplars, the design reflects this. D 18 Designation Condition D38 (b) requires the establishment of visual screening of the designation north of Woodcocks Road for the residents of Viv Davie-Martin Drive. The ULDSP has attempted to address this by proposing an avenue of poplars along the eastern side of the motorway corridor. Poplars are not an appropriate species as they are deciduous so screening will be diminished for 4 months of the year. If exotic trees are to be the screening species of choice conifers would be more appropriate as they are denser and do not shed their leaves. Even more appropriate planting would be kahikatea and other native species that are indigenous to the local area. The choice of poplars as the screening species is also ill-considered. The deciduous nature of these trees, and their proximity to the motorway, means that their leaves will litter the carriageway and require unnecessary maintenance. They also shed kapok which is even more difficult tot remove and will scatter further afield creating dust and allergens for the neighbourhood. This screening should be in native trees. Poplars exist throughout the wider landscape and are consistent with the character of the northern section. Poplars are used due to their quick growth for faster screening. Screening at this location is specifically required by the ULDF and designation conditions. Poplars are not the only landscaping along this strip. They will be supported (under planted) predominantly by 'landscape restoration planting' and with some 'mitigation planting stream' and 'mitigation planting stream edge' mixes. The majority of which are evergreen. D 19 Providing this screening as an avenue of trees is also not appropriate. It highlights the linear nature of the motorway, drawing attention to its location and is contrary of the objective of an understated aesthetic as set out in Section 3.1 of the ULDSP. As above. The linear nature of the planting is not at odds with the use of poplars in the rural environment.

6 D 20 The ULDSP acknowledges that the motorway will not be completely screened (Sec 5.14 page 45) as planting will not be high enough to achieve this outcome with respect to providing screening of the view to the northern roundabout. This is not the expectation of the residents nor is it the intent of the designation condition. The Draft ULDSP shows that there has been some analysis of the view impact from Viv Davie-Martin Drive to the north but no apparent equivalent consideration of the views to the west and south-west from the Viv Davie-Martin subdivision. The ULDF required mitigation of elevated views to the south-west over the highway from properties on Viv Davie-Martin Drive. There appears to be no attempt to screen that section of the motorway from Woodcocks Road to beyond where it crosses Wylie Road which is the south-west sector views of some of the properties. The carriageway will be very obvious it this direction as the embankments are shown as being grass to pasture and with no attempt to plant for screening. The view to the southwest from Viv Davie-Martin Drive is already partially obscured by the existing landforms, and existing vegetation. The alignment south of is low in the landscape and is cut into the hillside so it will be obscured. Additional MPT planting has now been incorporated to the east of the alignment at to infill the space between the existing native bush and planting to the south and north. Mitigation (MPT) planting and landscape restoration mix (PLR) around the stormwater wetland past Chainage should sufficiently screen the new road. The 'mitigation planting - terrestrial' and 'landscape restoration planting' mixes, make up the majority of planting from Chainage to These mixes comprise species such as kauri, kahikatea, puriri, rewarewa, tanekaha, totara, miro, matai, rimu, taraire, titoki, karaka, parapara, five finger, nikau and kowhai. These plants will range between 1.5m and 5m in height after approximately 5-8 years of growth, with further growth potential for some trees to 30m. D 21 The use of poplars is also short-sighted. At full height they pose a risk to the motorway as are located such that in a strong wind they could be felled across two-thirds of the motorway carriageway. This risk has been identified and will be managed in the long-term landscape management strategy. D 22 The ULDF requires Eco Viaduct to be a dark and recessive colour (as seen from Perry Road) achieved through such techniques as addition of oxide to concrete mix, exposed surface texture or finely patterned surface that creates surface shadows. (Sec 6.3 page 36). This is reinforced in the marker box on page 38 which says Reduce visual prominence of viaduct with texture/dark colours and foreground planting. The illustration of the Eco Viaduct on page 14 of the Draft ULDSP is not of a dark coloured recessive structure but rather a clearly visible bridge that is light grey in colour. Section 4.2 says that All bridges along the alignment are neutral grey in colour... This is not consistent with the ULDF which made an exception of Eco Viaduct. As this requirement is only applicable to the view of the viaduct from Perry Road it would not be an unreasonable imposition to exercise this exception The viaduct through the kauri forest has a number of competing outcomes. The overall outcome as stated in the ULDF is to minimising the impacts on the Kauri forest, and reduce visual obtrusiveness. It includes the use of colour as a matter to consider in achieving these outcomes. The area to the east of Te Arawhiti Pua Ngahere will be planted with the landscape restoration mix (PLR) species mix (refer section 5.10 and to the adjacent figure) to stitch the native forest across the motorway. This includes tall canopy species that will grow to provide further screening and contribute to softening the views of the road from the east The final design of the viaduct is significantly diminished in height and length to that which was presented at the Board of Inquiry. This has the benefits of limiting the impact to the Kauri Forest and embedding the entire alignment into the landscape. With the addition of planting (albeit limited by available space) it is considered that the overall outcomes of the ULDF is met. D 23 On page 36 of the ULDF it requires retaining as much of the existing poplars and planting additional poplars in the vicinity, to soften views of the viaduct from the Perry Road area. However, on page 16 of the ULDSP it says that none of the poplars within the designation can be retained due to the earthworks footprint in this narrow area. The poplars have been sacrificed for the design of a wetland stormwater detention area. This is by design and not because of the width of the designation which is widening at this location. It is understood that the trees have already been removed ahead of the Draft ULDSP being certified. Discussions with directly affected stakeholders at this particular location have indicated that native species are preferred over retention of poplars, the design reflects this. D 24 As noted above the ULDF also requires that the Eco Viaduct be reduced in prominence from Perry Road with foreground planting. Mitigation Planting Terrestrial (MPT) is proposed with 70% of stage 2 planting being tōtara. This is in an area where the predominant native species is kauri and yet MPT has only 4% of this in the species mix. A higher proportion of kauri plants should be allocated to the area around the sediment pond and between the motorway and the fish farm at chainage Approximately 20 kauri will be planted in proximity to Te Arawhiti Pua Ngahere. Planting has been considered extensively and with input from Hōkai Nuku and ecologists, with species chosen based on a variety of factors such as stream and wetland locations, soil conditions, slope of land, existing species in the area etc. A key component of the planting included along the alignment is for the purposes of mitigation (Designation Condition D59). The need to comply with this condition has largely dictated the species and ratios for these areas. Whilst it would be preferable to change the ratios to match the predominance of the species in the area, the condition restricts replacement to those species lost, in quantities relative to the actual measured losses. D 25 Designation Condition D80 requires Vehicle access under the Carran Road Flood Relief Bridge appropriate for the operation of a farm for the benefit of the Civil Family Farm interests NX2 have replaced the Carran Flood Relief Bridge with an eleven-barrel culvert that would not be suitable for the proposed farm access. Instead they have proposed that the access be provided via an underpass between chainage and The ULDSP is not the mechanism used to determine the Project compliance with all Project conditions. Matters relating to compliance with Designation Conditions should be addressed to Auckland Council. this scope, such as the functionality of structures, is not addressed in this document or through this process. Our Stakeholder and Communications team are available to provide further assistance should it be needed. Please contact the Stakeholder and Communications Team on or at info@nx2group.com. D 26 In Sec 6.3 of the ULDF, final bullet point, it states Maintenance of access across the highway between the divided parts of the Civil Family Farm [D80]. Such access to be designed in consultation with the property owners. It is envisaged that such access would comprise an underpass beneath the Carran Flood Relief Bridge, of sufficient width and clearance to accommodate farm vehicles and practical stock movement, and designed to take account of potential flooding. The property owners have not been properly consulted on this matter. NX2 requested a meeting to discuss the access on 26 October On 27 October 2017 a meeting was confirmed for the evening of 6 November. On 3 November a set of plans showing what was proposed was forwarded to the owners These drawings had a number of issues that were contrary to the acquisition agreement with NZTA and required amendment so the meeting was deferred with an understanding that it would be held once the drawings were amended. A more complete and revised set of drawings were provided 13 December. These raised further concerns which were advised by the following day but with the proximity of Christmas it was suggested that the date for meeting be deferred until the New Year. The principal concerns revolved around the suitability of an underpass of this length for stock movement, the lack of lighting and the issue of effluent disposal. The response to these concerns came via NZTA on 10 January NZTA/NX2 were advised that the response did not allay these concerns the next day. On 1 February the Civils were advised that the contractor considered the design final. Despite continually requesting a meeting with NX2 there has been no meeting to discuss the issues. Throughout this process the Civil Family feel that they have been told what will be provided and that their concerns have not been listened to. This is not consultation, but rather NX2 exercising a dictatorial stance. The underpass has not been agreed to by the Civil Family Farm interests. The ULDSP is not the mechanism used to determine the Project compliance with all Project conditions. Matters relating to compliance with Designation Conditions should be addressed to Auckland Council. The scope of this document is generally limited to urban and landscape design and visual effects, as per designation conditions D34 to D37. Our Stakeholder and Communications team are available to provide further assistance should it be needed. Please contact the Stakeholder and Communications Team on or at info@nx2group.com. D 27 The Civil Family have significant concerns that the design as presented to them to date is not suitable for purpose. They believe, also, that it does not meet the provisions of the building code (BC), specifically but not limited to, with respect to natural light (BC Section G7), artificial light (BC Section G8), internal moisture (BC Section E3.2), cleaning and effluent disposal (BC Section G4.3), and ventilation (BC Section G4). The length to section ratio poses a hazard as stock will be reluctant to enter dark spaces. Since the beginning of February, the Civils have been waiting to hear back from NX2 confirming that the proposed underpass is suitable and safe for stock and vehicular movement. The fact that they have not been able to provide this assurance to date suggest that they may be unable to do so. Under the Building Act 2004 it is illegal to allow non-complying work to be undertaken. This Act binds the Crown and Crown organisations so NZTA would be in breach of the Act if the underpass was built as designed. this scope are not addressed in this document or through this process. Our Stakeholder and Communications team are available to provide further assistance should it be needed. Please contact the Stakeholder and Communications Team on or at info@nx2group.com.