Design Assessment. Landscape, Visual and Urban. Reviewed By Telephone: Prepared By Opus International Consultants Limited

Transcription

1 New Zealand Transport Agency Christchurch Northern Arterial and QEII Drive Four Laning Scheme Assessment Report Landscape, Visual and Urban Design Assessment Prepared By Opus International Consultants Limited Sharyn Ogg Environmental 20 Moorhouse Avenue PO Box 1482, Christchurch Mail Centre, Christchurch 8140, New Zealand Reviewed By Telephone: David McKenzie Facsimile: Date: 4 October 2011 Reference: 6-DC Status: Second Issue Approved for Release By Tony Coulman Opus International Consultants Limited 2011

2 Contents 1 Executive Summary Introduction The Proposal Purpose of Report Methodology Description of the Proposal Review of Background Information and Reference Documents Canterbury Regional Landscape Study Review Christchurch City Plan Belfast Area Plan Belfast Park Ltd Plan Change NZTA Guidelines for Highway Landscaping NZTA Urban Design Policy NZTA Related Documents Landscape Context Landform and Water Courses Soils and Landcover Landuse Urban Design Context Urban Design Vision and Objectives Workshops and meetings with CCC Community Expectations Assessment of Landscape, Visual and Urban Design Effects Assessment Structure Landscape Effects Viewing Catchment and Audience Visual Effects Urban Design Effects Mitigation Measures Effects Conclusions Appendix Doc Ref Date i

3 1 Executive Summary The New Zealand Transport Agency (NZTA) is investigating a Proposal for a new four lane arterial that will link the Christchurch Northern Motorway (SH 1) with QEII Drive (SH74) and the widening of QEII Drive to four lanes between Main North Road and Innes Road. The landscape and visual assessment for the proposed Christchurch Northern Arterial (NArt) has been prepared as part of the Scheme Assessment Report (SAR) and Notice of Requirement for designation to be submitted to Christchurch City Council. The urban design component of the Proposal is also considered within the assessment. This assessment includes a summary of relevant background information and reference documents, a description of the landscape and urban design context, a description of the Proposal, the landscape and visual effects and recommendations to avoid, remedy or mitigate any effects (if greater than minor) on the landscape along the Proposal corridor, as well as its urban design context. The Proposal presents landscape and urban design opportunities to create a northern gateway for Christchurch and provide a built edge as a buffer between residential rural landscape and existing and proposed future urban development. A number of mitigation measures are recommended to limit the effect of change on the landscape and help screen and integrate the proposed NArt alignment with the landscape. These mitigation measures have regard to the potential future development of the Christchurch Belfast Area Plan and NZTA s Guidelines for Highway Landscaping and Urban Design policies. Along the Greenfields Section of the NArt, the main landscape effect is the introduction of a dual carriageway arterial and several built structures within a pastoral landuse setting. The proposed arterial will, however, retain open space amenity through its grassed and planted margins and parallel cycle/walkway. The scale and nature of these changes to the landscape and related visual effects will be obvious, particularly relative to the proposed bridge structures crossing local roads and the Styx River. However, with the implementation of the proposed mitigation measures as outlined in the ULDF and Landscape Concept Plans, these effects will be reduced and the Proposal intergrated with its predominantly rural surroundings. In the context of the overall length of the Greenfields Section the potential landscape and visual effects will be moderate. Along the QEII Drive Section of NArt, the main landscape effect is the addition of a new section of dual carriageway parallel to the existing arterial. The eastern section of the QEII Drive Section will retain its current open space amenity through its grassed and planted margins and parallel cycle/walkway. The associated change to the local landform through the introduction of a new grade-separated Southern Interchange in a predominantly flat landscape will also be obvious. There is also very limited scope within the western part of the QEII Drive Section, given the tight width constraints between St Bedes College and the adjoining residential area. The scale and nature of these changes to the landscape and related visual effects will vary within this particular section of the Proposal, with the most obvious effect resulting from the Southern Interchange. However, with the implementation Date: 2 November

4 and establishment of the proposed mitigation measures, as outlined in the ULDF and Landscape Concept Plans, these effects will be reduced and the Proposal intergrated with its rural and urban surroundings. In the context of the overall length of the QEII Drive Section the potential effects will be moderate for the western part of the section through to and including the Southern Interchange. For the eastern part of the QEII Drive Section, the potential effects will be no more than minor. 2 Introduction 2.1 The Proposal The New Zealand Transport Agency (NZTA) is considering the options for the construction of a four lane arterial to improve access from north of Christchurch to the Port of Lyttelton and the Christchurch CBD while providing significant relief to Main North Road, through the Belfast area, and to facilitate improved public transport facilities and amenity values. The Christchurch Northern Arterial (NArt) Proposal consists of the following: Greenfields Section, bring a new four lane Christchurch Northern Arterial will link the Christchurch Northern Motorway (SH1) with QEII Drive (SH74). The alignment of the northern extent of the Proposal is approximately 8.1km long and runs in a north-south direction through a greenfield environment. QEII Drive Section, being the widening of QEII Drive to four lanes from Main North Road/QEII intersection east to the Innes Road/QEII Drive round about, follows the existing alignment, runs an east-west direction and is approximately 3.2km long. 2.2 Purpose of Report This landscape and visual assessment has been prepared as part of the Scheme Assessment Report (SAR) and Notice of Requirement for designation to be submitted to Christchurch City Council. The urban design component and context of the Proposal is also addressed in this report. In regard to landscape, visual and amenity planning matters the assessment component of this report is in accordance with relevant provisions of Part II Sections 6 and 7 and the Fourth Schedule Section 2 of the Resource Management Act 1991 and all subsequent amendments (RMA). This assessment is based on the Proposal s scheme plans 1. This report also responds to NZTA s Guidelines for Highway Landscaping and relative to urban design, NZTA s Urban Design Policies and the Ministry for the Environment s Urban Design Protocol. 1 Opus International Consultants Ltd, February 2011, Christchurch Northern Arterial and QEII Drive 4-Laning Scheme Drawings prepared for NZTA Date: 2 November

5 A separate assessment of the aquatic ecology 2 along the NArt corridor has been undertaken by EOS Ecology and a terrestrial and aviation ecological assessment 3 by Opus as part of the SAR. 2.3 Methodology This assessment is based on the NArt scheme plans, aerial and site photos and various site inspections from surrounding local public roads to assess the likely landscape and visual effects that will result from constructing the proposed NArt. In particular the assessment includes: review of background information including relevant landscape, urban design and planning documents; description of the Proposal; description of the existing landscape context and character including landform, water courses, soils, landcover and landuse against which to assess the likely landscape effects of the proposed NArt; description of the potential visual effects, including identification of the potential viewing catchment and audience and the potential for integrating change in the landscape; description of urban design context including the Proposal s urban design vision and objectives, summary of workshops, community expectations against which to assess the likely urban design effects; and identification of potential landscape and urban design mitigation measures. 3 Description of the Proposal The Proposal involves the development of a new four lane arterial alignment from SH1 in the north to QEII Drive in the south along with increasing the width of QEII Drive to four lanes from Main North Road to Innes Road. Greenfield Section will have new four laning for a length of 8.1km. In the north the Proposal branches off SH1, overpasses Main North Road, overpasses South Island Main Trunk (SIMT), truncates Factory Road, underpasses Guthries Road, underpasses Belfast Road, crosses Kaputone Creek in culverts at three locations, underpasses Radcliffe Road, bridges the Styx River and underpasses Prestons Road and overpasses QEII Drive in the south. 2 EOS Ecology, February 2011, Northern Arterial Motorway Aquatic Ecology Report, prepared for NZTA 3 Opus International Consultants Ltd, March 2011, Terrestrial and Avian Ecological Assessment Scheme Assessment Report, prepared for NZTA Date: 2 November

6 QEII Drive Section will have widening of QEII Drive to four lanes for a length of 3.2km. This section begins in the west at the QEII Drive / Main North Road intersection, following the existing alignment via a dumbbell roundabout underneath the proposed Southern Interchange, to the Innes Road roundabout in the east. There will be proposed traffic movement changes to Grimseys Road, Winters Road and Philpotts Road, that connect with QEII Drive. The main visible components of the NArt are listed below. Dual parallel two-lane carriageways will be separated by a central median, including two 1m wide sealed shoulders and a centrally located steel cable safety barrier. There are two types of medians proposed: from SH1 to the Styx River there will be a 6m wide grassed median and for the remaining median from Styx River to QEII Drive and along the QEII Drive Section, there will be a 3m wide planted raised median. Three overpasses: Main North Road Overpass with MSE walls 4, 32m long by 14.5m wide; South Island Main Trunk Railway Overpass with MSE walls, 61m long by 9.5m wide; and Southern Interchange Overpass with spill through abutment 5, 70m long by 30m wide. Three underpasses: Belfast Road Underpass with spill through abutment, 60m long by 19.35m wide, including a 3m wide footpath/cycleway and a 2m wide footpath; Radcliffe Road Underpass with spill through abutment, 68m long by 16m wide, including two 2m wide footpaths; and Prestons Road Underpass with spill through abutment, 60m long by 16m wide, including two 2m wide footpaths. Pair of bridges over the Styx River. There are currently two options to span the 70m river corridor. The bridge footprint is approximately 31.6m wide, including a 4.7m gap between the bridges and a 2.5m wide footpath/cycleway separated from traffic by a 1.2m high concrete barrier along the west edge of the bridge structure. 4 MSE wall a method of constructing a retaining structure where the wall is anchored into the retained fill material. In this instance the MSE abutments (face wall) will be vertical. 5 Spill through abutment a type of abutment constructed from sloping fill in the end spans of the bridge. This creates a more open appearance compared to a vertical abutment such as an MSE wall. Date: 2 November

7 Option 1: 30m single span with spill-through abutment, requiring 4.5m of fill to extend into the river lower terrace, south side of true right bank for 40m to 55m and with approximately 1.5m of fill for a length of 3m on the northern edge.. Option 2: 50m double span bridge with spill-through abutment, requiring 4m of fill to extend into the river lower terrace, south side of true right bank for 20m to 25m. Three culverts (2.5m wide by 1.5m high) and two cycle/pedestrian footbridges (12m long by 3m wide) over the Kaputone Creek. Pedestrian and cyclist facilities have been incorporated within the NArt corridor, with separate pedestrian walkways across underpass bridges and on road shoulder areas for cycling. The pedestrian/cycleway connects to Marshland Road, is on-road along Guthries Road, and on-road over the Belfast Road Underpass. The pedestrian/cycleway then proceeds off-road heading south along the western edge of the Greenfields Section, with connections to existing and proposed residential and industrial development. A see-through safety fence separates the pedestrians/cyclists from the NArt. The QEII Section has an existing pedestrian/cycleway along the southern boundary of QEII Drive. There are three pedestrian underpasses: Grimseys Road Pedestrian Underpass is an existing structure with a proposed extension of 8m and total length of 28.8m. It gets pedestrians and cyclists underneath QEII Drive keeping them away from the Southern Interchange. It will be 4m wide and 2.43m high; Hills Road Pedestrian Underpass is also an existing structure with a proposed extension of 6.5m and total length of 26.6m. Again it takes pedestrians underneath QEII Drive and will be 3m wide and 2.5m high; and Winters Road Pedestrian Underpass, a new proposed west-east connection underneath the NArt with a total length of 58m. The underpass is proposed to be 5m wide and 2.5m high. Arterial lighting and signage will follow the appropriate NZTA standards, sizes and types. 4 Review of Background Information and Reference Documents This assessment considered a number of reference documents including the Canterbury Regional Landscape Study Review (2010), relevant provisions of the Christchurch City Plan (City Plan) and the Christchurch Belfast Area Plan. Consideration has also been given to NZTA s Guidelines for Highway Landscaping and their Urban Design Policy and to previous NArt related reports. Date: 2 November

8 4.1 Canterbury Regional Landscape Study Review 2010 The Canterbury Regional Landscape Study (CRLS) 6 Is a comprehensive, technical update of the previous 1993 Canterbury Regional Landscape Study that identifies areas of outstanding natural features and landscapes at a regional scale within Canterbury. The Proposal sits within the Low Altitude Plains Landscapes as defined above and further defined as L4 Plains Recent Floodplains and low terraces land type. The description for this land type is as follows: Active, recent, major river floodplains incorporating wide, braided, active and recently active river beds, recent floodplain terraces and associated backswamp. With reference to the review of landscape that the NArt traverses, it is not identified as an area of outstanding features and landscapes at the regional scale. 4.2 Christchurch City Plan The following sections outline the relevant Christchurch City Plan 7 provisions relating to the proposed NArt. The City Plan identifies a number of objectives and policies relating to amenity under the City Identity and Transport sections of Volume 2 of the Plan. Objective 4.2 Amenity seeks A pleasant and attractive City. In regard to the NArt, the following policies are relevant: Policy 4.2.1: Tree cover - To promote amenity values in the urban area by maintaining and enhancing the tree cover present in the City. The City Plan does not identify any heritage or notable trees within the NArt designation. The NArt will require the removal of some sections of exotic rural tree species that currently provide rural amenity character. The Proposal recommends mitigation planting along the route to frame views and enhance waterways. Policy 4.2.2: Garden City - To recognise and promote the Garden City identity, heritage and character of Christchurch. A key aspect of achieving this policy is to maintain and enhance environments, vegetation types and open space linkages that complement the Garden City image. The NArt includes opportunities to enhance the natural environment, perpetuate grassland plains vegetation types and form connections with adjoining areas of City reserve and open space. Policy 4.2.4: Public space - To ensure the development and protection of the quality of public open space. 6 Boffa Miskell Ltd, May 2010, Canterbury Regional Landscape Study Review prepared for Canterbury Regional Council 7 Christchurch City Plan as updated 30 November 2011 Date: 2 November

9 Road corridors and street margins are an important component of the City s public open space. The potential landscape development of the NArt will provide an obvious contribution to this environment by allowing opportunities for pedestrian and cycle links and by including the arterial margins as part of the City s ecological and amenity corridors. Policy 4.2.5: Art in public spaces - To promote appropriate cultural development and the expression of art in buildings and areas accessible to the public. This policy is supportive of art in public places as an opportunity to enhance the positive image of the City as both a Garden City and a centre of cultural excellence. NZTA as a signatory to the NZ Urban Design Protocol gives consideration to the inclusion of artworks into its proposals through the integration of urban design with the overall design of the proposed NArt. Policy 4.2.6: Landscape design - To enhance the landscape quality of the City and encourage sensitive landscape design and the retention of appropriate vegetation and new planting. Christchurch City Council (CCC) sees landscape design as an integral part of a development. NZTA considers the potential landscape and visual effects of its proposals when meeting its obligations under the RMA and responds to the opportunities and constraints these effects present via the landscape development of the NArt. Regarding the transport objective, amenity, landscape development and the NArt Proposal, the following policies are relevant: Policy 7.1.7: To design new roading works to visually complement or improve the area. Policy 7.1.8: To maximise planting and landscaping associated with roading improvements, to avoid, remedy or mitigate their impact on the environment. In respect to the NArt, these policies note that the impact of works can often be minimised by the retention and enhancement of important local features where practicable, or the planting of open areas created by roading changes. Policy 7.1.9: Street trees - To provide for the protection of street trees of high quality, recognising their contribution to the character of areas and to reinforce the Garden City identity of Christchurch. This policy encourages the exploring of tree retention opportunities, or failing that, the consideration of compensatory planting. As with the other landscape related policies that have been listed above, this will be taken into consideration relative to the likely landscape effects and opportunities within the proposed arterial corridor. 4.3 Belfast Area Plan The Belfast Area Plan (BAP) 8 is a planning document prepared by CCC that provides the framework for landuse planning and public expenditure over the next 35 years, for the area 8 CCC, October 2099, Belfast Area Plan, refer to CCC web site Date: 2 November

10 between the Main North Road, the Styx River and predominantly east of the NArt. The BAP was adopted by the CCC on 24 June The NArt sits within the BAP area. The NArt has taken into account BAP principles and opportunities. The BAP Plan provides for or notes that: sense of community (or community pride and identity) is achieved through recognising and providing for the needs and identity of a diverse and constantly changing community, provides flexibility; ensures that growth is integrated with service provision such as transport; outlines how the environmental values of Belfast and its surrounds are to be maintained; sustainable development and management have been brought together into four principles to guide the development of the BAP; environmental sustainability is the foundation of the BAP. The BAP places considerable focus on restoring lost ecological values, and enhancing remaining surface waterways and wetland environments; competitiveness is about ensuring that Belfast provides a diversified employment base, and remains an attractive place for business; cultural Identity relates to ensuring the BAP is relevant to all cultural and ethnic groups, providing them with ownership and identify in the built and natural form; and of particular importance is the BAP indentifying and providing for the special place of tangata whenua and their relationship with Belfast and the wider Styx catchment. For the BAP and the NArt there are opportunities to: encourage a multipurpose network (combining stormwater treatment, heritage, biodiversity and recreation functions); link cycle and pedestrian paths and to create recreational cycle routes; link the NArt and BAP green spaces to create a larger overall vegetated patch size. For example the Kaputone Creek will have a 20m indigenous planting strip along the eastern edge from the NArt and a srip of enhancement planting along the western edge from the BAP proposal); and combine stormwater treatment devices (swales, retention ponds and wetlands). A constraint is that the BAP currently shows an isolated pocket of land, within the Kaputone Creek horseshoe, to be used for stormwater treatment on the eastern side of the NArt. Pedestrian and cycle access to this treatment area will be limited due to the NArt location. Date: 2 November

11 4.4 Belfast Park Ltd Plan Change The Belfast Park Ltd Plan Change is located within the BAP area, within Belfast Road, SIMT, the Styx River and the NArt alignment, with a pocket of land sitting east of the NArt. The Plan Change was approved by CCC (Jan 2011) with some modifications. The main relevant landscape and urban design issues are; an esplanade reserve will average 20m wide from the edge of bed of the Kaputone Creek; open space corridor (that includes the Kaputone Creek, stormwater treatment areas, open grassed areas and cycle paths) follows the Kaputone Creek alignment, and widens significantly to include the area within the Kaputone Creek ox-bow for stormwater treatment. This is area is impacted on with the NArt alignment moving to the east; off-street cycle paths along the Kaputone Creek and NArt alignment edges; and off-street pedestrian path along the Kaputone Creek and shown around the edge of Kaputone on the east side of the NArt. It is unclear how pedestrians would cross the arterial. 4.5 NZTA Guidelines for Highway Landscaping NZTA s Environmental Policy 9 aims to protect and enhance the environment where appropriate and to avoid adverse effects where reasonably possible. These aims are also expressed in NZTA s Guidelines for Highway Landscaping 10 which has been considered as part of this assessment. Section 2 of the Guidelines identifies NZTA s expectations for good highway landscaping as: maintaining and improving safety; promoting biodiversity; improving visual quality; managing stormwater runoff; managing pests; improving local air quality; and improving NZTA s business practices. 9 NZTA, December 2005, Environmental Policy Manual, 10 NZTA, December 2006, Guidelines for Highway Landscaping, Version 2, Date: 2 November

12 4.6 NZTA Urban Design Policy NZTA has an urban design policy, which is outlined on the NZTA website 11. NZTA was a founding signatory to the NZ Urban Design Protocol and promotes an integrated design approach to highway development proposals that encompasses the traffic and civil engineering, urban design, landscape, ecological, stormwater and heritage aspects of the Proposal. NZTA acknowledges that all these factors need to be integrated to ensure an overall positive environmental solution for its highway proposals. NZTA also has urban design principles guidance notes for underpasses, noise walls, road bridges, pedestrian bridges and landscape design notes. To this end, mitigation measures have been developed as part of the overall environmental, urban design and landscape development of this Proposal. Responding to the expectations of the amenity-related objectives and policies in the City Plan will also act to meet NZTA s urban design expectations. NZTA aims to: ensure state highways contribute to vibrant, attractive and safe urban and rural areas; and achieve integration between state highways, local roads, public transport, cycling and walking networks and the landuses they serve. 4.7 NZTA Related Documents The Christchurch Northern Arterial and QEII Drive 4-Laning Scoping Report 12 was prepared for NZTA by Opus International Consultants in 2010 to; describe the site, provide problem description, transportation modelling and outline various corridor treatment options. Surrounding landuse and landscape, visual quality and amenity issues were described and key opportunities or issues highlighted. Urban design principles were identified and various corridor treatment options explored, for example cycleway and noise mitigation options. The NArt Urban and Landscape Design Framework (ULDF) has been prepared inconjunction with the Scoping and Scheme Assessment, by Opus International Consultants. The framework covers policy context, urban and rural context, and general corridor design principles, aiming to ensure integration across a wide range of disciplines. The ULDF will set the design principles, concepts and objectives early in the process that will evolve through the planning, design and construction phases of the Proposal. The goal of the ULDF is to ensure quality control and safeguard design standards over the duration of the Proposal. NZTA commissioned Opus to prepare a Landscape Management Plan for the Christchurch Northern Motorway in June The report looked at future landscape activities along 11 NZTA, August 2007, Urban Design Policy, 12 Opus International Consultants Ltd, April 2010, Christchurch Northern Arterial and QEII Drive 4-Laning Scoping Report, prepared for NZTA 13 Opus International Consultants, June 2009, Christchurch Northern Motorway: Landscape Management Plan for NZTA Date: 2 November

13 the route with the objective of improving visual quality and reducing vegetation control costs. Some of the key objectives are to: improve visual quality; reduce maintenance of large mown areas and thereby reducing mowing costs; promote sustainability; establish consistence in design that follows a long term strategy; establish and reinforce elements of a northern gateway to Christchurch; promote elements of the unique identity of the motorway corridor and reinforce relationship with Canterbury Plains. The report noted that planting large areas, that would be otherwise mown grass, has a high up front establishment cost, but is balanced in the long term as it is virtually maintenance free, sustainable and can restore ecological linkages. Planting instead of mown grass improves safety aspects in a high speed environment by reducing the time spent by personnel and machinery on the highway. This report also references the NZTA urban design principles guidance notes that have been prepared for underpasses, noise walls, road bridges, pedestrian bridges and landscape design notes. 5 Landscape Context The landscape context for the NArt covers the surrounding landform, water courses, soils and existing and past indigenous landcover and existing and proposed surrounding landuse. 5.1 Landform and Watercourses The proposed NArt alignment traverses on predominantly flat land with little more than 6m variation in ground level over the route length. The most obvious change in landform is the Styx River incised river channel that is approximately 5m deep and 70m wide, where the arterial crosses. Watercourses are a key natural feature of the surrounding area that contributes to the local landscape character and amenity with associated topography variation and exotic planting patterning. The Styx River and Kaputone Creek are two naturally formed watercourses. There is also a watercourse, called Wilsons Stream, situated between the proposed NArt alignment and Otukaikino Reserve (also known as Wilson s Swamp). Between Radcliffe Road and QEII Drive are Dunbartons Road Drain, Prestons Drain, Kruses Drain and Horner s Drain flows under QEII Drive. 5.2 Soils and Landcover The soils along the proposed alignment are Springston Formation, made up of alluvial sand and silt over gravels and areas of peat. High soil fertility and a naturally high water table create a distinctive landscape environment. Groundwater levels are expected to be within 0.5 to 2.5m of the ground surface and periodic flooding occurs in the area. Localised springs may also be encountered along the alignment. Most existing vegetation located within the NArt alignment is exotic, and the vegetation is a mosaic of open pasture, shelter belts, hedge rows, market gardens and specimen trees. Date: 2 November

14 Mature exotic specimen trees along QEII Drive are a mixture of willows, poplars, alders, eucalyptus, leylandii and pine trees. Along QEII Drive there is also planted strip of indigenous flax (Phormium tenax), toetoe (Cortaderia fulvida) and cabbage trees (Cordyline australis) along the northern edge of QEII Drive, with an approximate total length of 520m and width of 10-20m wide. This planting will be removed during the construction phase. The mature trees in Belfast Cemetery are of high quality and amenity. The trees are a diverse mixture of yews, oaks, totara, kowhai, pittosporum, alder, and holly hedges. While these trees are not listed in the City Plan as notable, they are the only distinct group of large trees along the NArt alignment. A more detailed outline of existing terrestrial and riparian vegetation is provided in the Proposal s Terrestrial and Avian Ecological Assessment Report; these aspects are summarised as follows; Very little indigenous vegetation remains in any form along the proposed NArt corridor. The only areas where indigenous plants exist in any significant quantity are in association with the three natural waterways, Otukaikino wetland, Kaputone Creek and Styx River. The original pre-human indigenous vegetation in the area would have been totara, matai and kahikatea forest (with kahikatea predominant in the wetter areas), interspersed with wetlands and some grassland and shrubland areas. Species such as kowhai (Sophora spp.), cabbage tree (Cordyline australis), manuka (Leptospermum scoparium), flax (Phormium tenax), sedges (Carex spp.) and raupo (Typha orientalis) would have been common. The high level of soil fertility and abundant moisture would have supported productive forest and wetland vegetation cover which in turn would have sustained a high diversity of wetland and forest bird species many of which are now locally extinct, such as weka (Gallirallus australis), bittern (Botaurus poiciloptilus) and marsh crake (Porzana pusilla). Many other species are uncommon in the area now because of the lack of suitable habitat. None of the original forest or riparian vegetation remains along the NArt corridor. While some of the original wetland species no doubt remain in the Otukaikino wetland the wetland margin forest that would once have surrounded and buffered the wetland no longer exists. 5.3 Landuse The proposed NArt alignment is predominantly within rural land. Landuses within the Greenfields and QEII Drive Sections are described below, including existing and known future landuse changes. The Greenfields Section extends from the existing Christchurch Northern Motorway (SH1), north of Belfast to QEII Drive. To the east of the alignment is predominantly rural land. The RPS Plan Change 1 indicates rezoning of land between Radcliffe Rd and QEII Drive may change the land use from rural to residential (CN5 and CN6). But these are currently under appeal and the UDS partners do not support the rezoning. Rural landuses includes open pasture, Date: 2 November

15 several residential and commercial properties around Fords Road, and market gardening. To the west of the alignment is a variety of different landuses. Running from north to south is Otukaikino Reserve, Belfast Meat Works, open pasture, Belfast Cemetery, rural landuses including clusters of market gardens through to the Styx River Conservation Reserve where newer residential areas (circa 90 s), Owen Mitchell Park, and then residential areas (circa s) are located. The BAP implies a long term change from rural to industrial landuse on, the west of the NArt (between Main North Road and Belfast Road/Kaputone Creek and rural to residential land use, between Belfast Rd and the Styx River Conservation Reserve. The alignment crosses a number local of roads, the SIMT railway line, and crosses/lies adjacent to a number of watercourses, Kaputone Creek, Styx River, Prestons Drain, and Kruses Drain). The underlying zoning from the Christchurch Northern Motorway in the north, through to, and along QEII Drive in the south is currently Rural 3. The QEII Drive Section runs from the QEII Drive/Main North Road intersection, following the existing alignment via a dumbbell roundabout underneath the proposed Southern Interchange, to the Innes Road roundabout. To the west of the alignment between Main North Road and the Southern Interchange is St Bede s College with residential land use to the north and residential land use to the south. South of the proposed Southern Interchange is the edge of the residential landuse, around Winters Road and Autumn Place and a pocket of rural pasture land. North and south of the alignment between Southern Interchange and Innes Road are market gardens, orchards, woodlots and lifestyle blocks. Proposed private plan changes and the UDS indicate that these areas may infill with residential houses in the future. 6 Urban Design Context NZTA is a signatory of the Ministry for the Environment s Urban Design Protocol and is committed to the application of best practice of urban design principles. Urban design, in the context of the NArt, is all about integrated design where the engineering, environmental aspects and community expectations are brought together and opportunities developed and enhanced. The seven guiding principles of the Urban Design Protocol and how they apply to the NArt are expanded upon in Appendix 1. Date: 2 November

16 6.1 Urban Design Vision and Objectives The vision for the NArt is to create an alignment that: expresses the unique landscape characteristics; is visually stimulating, attractive and provides continuity of urban design, structures and landscape treatment along the NArt corridor; acts as a green corridor and northern gateway to Christchurch; maintains and improves connectivity; integrates with the adjacent sections of NZTA s State Highway network and meets RoNS design standards; integrates with the Styx River Vision design palette; enhances local biodiversity; creates a rhythm of planting the emphasises the waterways along the NArt; establishes a landscape environment that is safe for the arterial motorists, cyclists and pedestrians; and encourages cost effective, low maintenance and robust design solutions. Key objectives are to: utilise Christchurch City s distinctive cultural, visual and special character to design creative and robust landscape areas and built elements; retain local character through enhancement of local features, such as the Kaputone Creek and the Styx River; allow for the retention of existing vegetation, where appropriate; form positive connections along and across the NArt through the provision of pedestrian and cycleways and the enhancement of the junction points with CCC s green corridors such as the Kaputone Creek and Styx River corridor; allow for the provision of screening to adjoining residential properties and of adjoining industrial properties. provide visual enhancement of the travelling experience for motorists, providing the arterial user an underlying landscape and urban design theme that also respond to differing contexts along the alignment; Date: 2 November

17 ensure recognition of the need for landscape treatment appropriate to the speed and scale of the viewer. That is, smaller scale details treatment relative to pedestrian and cycleways with bolder, broader scale treatment relative to NArt traffic; encourage environmentally responsive design to ensure compliance with the designation and resource consent conditions, and retention of stream habitat where appropriate; and ensure low maintenance requirements; and encourage cost effective integration of natural features and other environmental aspects throughout the design process. 6.2 Workshops and meetings with CCC Urban Design Workshops An urban design workshops involving NZTA, Opus and CCC were held on 22 nd September 2009 and 12 th November 2009 to advance urban design aspects of the NArt and in particular, develop the indicative form of various arterial cross-sections along the NArt. Key issues and outcomes are summarised below. Christchurch City Gateway location at the proposed Southern Interchange given its proximity to central Christchurch. The designation width will adequately cater for planned traffic flow, a combined cycle/walkway, noise mitigation, stormwater treatment and landscape enhancement. There is a preference for pedestrians and cyclists being adequately separated from the traffic flow of the arterial. There is a desire that users of the combined cycle/walkway encounter a landscape that provides a positive cycling and walking experience i.e. avoids the impression of being stuck in a tunnel. CCC suggested passive surveillance would be more forthcoming from local residents than from motorists passing at speed. As a result of this, CCC s preference would be to locate the cycle/walkway on the residential side of or on the top of any noise or landscape bunds that might be included in the cross section. It is since identified that the majority of houses edging the Greenfields Section have 1.8m high solid fences, with limited potential for passive surveillance. The cycleway corridor will be 9m wide with long sections of combined noise mitigation earth bunding and solid fencing with a continuous height of approximately 3.5m. These noise mitigation measures will be in two long sections of 900m and 1,200m, from the Styx River to the proposed Southern Interchange. Locating the path on the top of the bund will not be appropriate due to privacy issues and the lack of room for noise mitigation fencing and a path. Date: 2 November

18 It is recommended pursuing the safer route with the cycleway located between the NArt and the noise mitigation bund, over the quieter route that potentially would create an unsafe enclosed tunnel effect. It is also recommended to meander the cycleway along the eastern side of the noise mitigation where the width will be 14 to 16m between the cycleway and alignment. Passive surveillance is likely to occur from NArt road users. Kaputone Alignment Workshop The Kaputone Alignment workshop involving NZTA, Opus, CCC, EOS Ecology and Anguillid was held 29 th October 2010 to discuss Kaputone Creek crossing alignment options, considering the positive and negative aspects of the eastern or western alignment. This workshop also outlined the evaluation process of why an eastern alignment should be adopted to carry forward to scheme design. Key issues and outcomes from the workshop are summarised below. Additional setback from the Belfast Cemetery and BAP residential area is a positive advantage for the eastern alignment, as it moves the arterial away from the Cemetery and allows additional land to be developed. CCC had concerns regarding potential light spill effects into the stream with an eastern option from the arterial. The proposed mitigation response will be a vegetative buffer and staged removal of existing willow trees to minimise light impacts, with arterial lighting focused on the arterial corridor. CCC wishes to consider in the potential for creating a native forest habitat within the loop in Kaputone creek (a 5ha area located 450m south of Belfast Road), and therefore preferred the western alignment. A suggested alternative to still achieve a 5ha forest patch and the eastern alignment is for CCC to purchase an additional strip of land on the outside of the oxbow to keep the overall patch size at 5ha, while providing more protection and buffer for Kaputone Creek. Noise Mitigation Workshop Two noise mitigation workshops involving NZTA, Opus and Marshall Day were held in 2010 to review noise modelling outcomes and mitigation options to achieve the best practical option for the NArt proposal. The key factors considered were; the extent to which compliance can be achieved; visual impacts (local and wider view effects); consistency with urban design protocols; potential/extent of building modifications; and technical feasibility and value for money and availability of land. The noise mitigation solutions will be combinations of Open Graded Porous Asphalt (OGPA) arterial surfacing, noise barriers in the arterial margins i.e. combinations of 2m high Date: 2 November

19 timber fence and planted earth bunds and noise barriers at the edge of seal of the arterial i.e. low, concrete traffic safety-type barriers. 6.3 Community Expectations As with any large arterial proposal, a range of landscape and urban design opportunities and constraints arise from the changes that the Proposal may bring. NZTA as the developer has expectations of what urban design, landscape enhancement and mitigation measures will be provided so as to meet its environmental and social responsibilities while being within its funding constraints. Consideration is also given in terms of on-going maintenance costs and overall environmental, social, cultural and economic benefits. Christchurch City Council as the local authority has expectations in terms of the amenities such as cycleways and walkways and aesthetic enhancement that can be promoted as part of the Proposal. Environment Canterbury has similar expectations relative to local waterways. Some visual and amenity issues have been identified by the local community through the public consultation process. These issues range from specifics of visual impacts on neighbouring residents, reduction of rural ambience and outlook, noise and air pollution increases, screening or loss of amenity for individual properties, concern with NArt proximity to Owen Mitchell Park and the location of cycle links. The community also identified some potential opportunities including: pedestrian and cycleways, that consider linking with Styx River; extensive landscape plantings and earth mounds to reduce visual impacts; road surfacing being the quietest available to reduce noise; and double glazing and sound barriers for residences to mitigate noise. In summary, the issues raised during consultation related directly to residents who live adjacent to or use the surrounding local roads daily. Their issues related to connectivity and mitigating environmental effects of the Proposal such as noise, visual effects and reduction in property values. The opportunities related to potential mitigation measures such as noise barriers, landscape development and cycle/walkways. 7 Assessment of Landscape, Visual and Urban Design Effects 7.1 Assessment Structure The arterial design development process is one that is fully integrated but for the purpose of the assessment this section has been broken into considering: Landscape Effects can be described through defining the changes to the local landform, landcover and landuse components Visual Effects - changes to the visible landscape and their degree of visibility; and Date: 2 November

20 Urban Design Effects considers urban design components such as connectivity and the design standards/parameters for structures design and noise mitigation. The landscape concept plans (sheets 150 to162) show the length of the NArt Proposal at a scale of A1 and define the specific landscape requirements of the Proposal. 7.2 Landscape Effects The physical changes that typically occur to the local landscape from the construction and operation of a arterial typically occur due to: the removal of existing structures and vegetation; the excavation for the arterial formation; the placement of fill formations; the construction/placement of the NArt carriageway surface, bridges, lighting and other structures; implementation of stormwater, noise and visual mitigation measures; and traffic on the completed NArt. The above effects are examined in relation to landform, landcover and landuse and visual effects along the proposed route. The effects have been classified as negligible, noticeable or obvious (the greatest landscape effect) Landform The potential change to landform will arise from the NArt s cut and fill earthworks, noise mitigation, stormwater treatment and the placement of bridge approaches. Earthworks: The NArt is predominantly at grade, except at the northern end where the alignment connects with SH1, crosses over the Main North Road and railway line and where the Southern Interchange where the arterial crosses over QEII Drive. The linear extent of the proposed dual carriageway through the Greenfields Section will be excavated to remove weaker soils such as peat. Similarly the widening margins of the QEII Drive Section will be excavated and new stormwater swales formed. The proposed NArt carriageway will be backfilled with load-bearing subgrade and compacted so that the final formation is close to grade. Some of the cut-to-waste will be able to be onsite for noise mitigation bunding. Both fill formations are approximately 7m high with a length of 1,200m at the northern end and 800m at the Southern Interchange. The local roads of Belfast Road, Radcliff Road and Prestons Road will go over the NArt and result in approach embankments up to approximately 7m high. Landscape Effects and Mitigation: The fill earthworks connecting to SH1 results in an extension of the existing motorway fill earthworks. Otukaikino Reserve sits to the west of Date: 2 November

21 the alignment and the landform change will contain the Reserve to the east and will have a noticeable localised effect due to the elevation of the fill formation and its linear extent. The fill embankment at the proposed Southern Interchange is a distinct contrast to the surrounding flat landscape and will create an obvious landform change. The changes will have localised effect relative to the landform. The landform change cannot be mitigated, but sympathetic contouring and planting of fill slopes will soften the change. The fill embankment for the proposed local roads (Belfast Road, Radcliff Road and Prestons Road) will have a similar effect, as at the Southern Interchange, except that the fill embankment will run west-east and be more noticeable to NArt users. The landform change cannot be mitigated, but sympathetic contouring and planting of fill slopes will soften the change. Structures - Styx River: There are currently two options for crossing the Styx River with varying effects on the river corridor landform. The river has formed an incised channel (4.5 to 7m deeper than the surrounding land) with a 70m wide profile where the NArt crosses the river. Option 1 consists of a 30m bridge span with spill-through abutments, requiring approximately 40m by 50m approach embankment on the southern edge of the river terrace, and minor fill abutments on the northern edge. Option 2 consists of a 50m bridge span with spill-through abutments, requiring approximately 25m by 50m approach embankment on the southern edge, with no fill abutments for the northern edge. Landscape Effects and Mitigation: Option 1 will have an obvious localised effect on the landform, due to partial infilling of the existing incised channel and extending the river terrace. The landform change cannot be mitigated, but sympathetic contouring and planting of fill slopes will soften the change. Option 2 will have a noticeable localised effect on the landform, due to partial infilling of the existing incised channel, approximately half of the fill as option 1. The landform change cannot be mitigated, but sympathetic contouring and planting of fill slopes will soften the change. Option 2 is the preferred option as it requires half the amount of infilling of the river channel as that of Option 1. Structures - Kaputone Creek: The Kaputone Creek will be crossed three times via 2.5m wide by 1.5m high culverts that will narrow the creek channel, which is approximately 3 to 7m wide. Landscape Effects and Mitigation: The landform change effects are negligible and the proposed mitigation planting will provide a 20m planted buffer that will enhance the amenity of the existing waterway long term. Noise Mitigation: The proposed noise mitigation will introduce approximately 1.5 to 2m high fill bunding: between Guthries Road and the NArt for approximately 200m; Date: 2 November

22 along the existing residential boundaries from the Styx River to QEII Drive for a total length of approximately 2,100m; and between the proposed Southern Interchange and dwellings on Winters Road and Autumn Place for approximately 150m. Landscape Effects and Mitigation: The noise mitigation earthworks and associated 1.8m high timber fence will contribute changes in landform, and will have a noticeable effect. The noise bunds will be contoured to integrate into the surrounding landscape and proposed mitigation planting will soften and screen the earthworks. Stormwater Treatment: The stormwater treatment will be in the form of grassed swales with numerous wetland detention basin treatment devices (Stormwater Option 2) or indigenous planted treatment swales with fewer wetland detention basin treatment devices (Stormwater Option 1) 14. Landscape Effects and Mitigation: Given the existing rural landscape character the naturalised undulations associated with the stormwater treatment options will have a negligible effect. The design and enhacement of the stormwater treatment swales and wetlands will follow the guidelines provided in the CCC Waterways, Wetlands and Drainage Guide. In summary, the local road underpasses and Southern Interchange will have obvious landscape effects, but can be mitigated though gentle contouring and planting to integrate these earthworks in the surrounding landscape. The Styx River infilling will have an obvious to noticeable, but localised landscape effect (depending on which Option is adopted), as the rivers characteristic channel will be altered, but as the fill is contained within the river flood channel and the fill embankments will be planted, these effects can be mitigated. Kaputone Creek crossings and the proposed stormwater formations will have negligible landscape effects Landcover The general vegetation cover along the NArt alignment is exotic and the landscape is a mosaic of open pasture, shelter belts, hedge rows, market gardens and associated waterway planting. The existing mature trees at Belfast Cemetery add amenity to the area. There is a group of protected trees and a historic building located south of the Kaputone Creek identified in the City Plan. These are located approximately 250m from the alignment designation between Blake s Road and the Belfast Cemetery and will not be affected by the NArt Proposal. There will be removal of some existing planted indigenous flax (Phormium tenax), toetoe (Cortaderia fulvida) and cabbage trees (Cordyline australis) along the northern edge of QEII Drive, as it falls within the alignment footprint. 14 Opus International Consultants Ltd, April 2011, Preliminary Stormwater Design Report, prepared for NZTA Date: 2 November

23 A more detailed outline of existing terrestrial and riparian vegetation is outlined in the Proposal s Terrestrial and Avian Ecological Assessment; these aspects are summarised as follows: The only areas where indigenous plants exist in any significant quantity are in association with the three natural waterways, Otukaikino wetland, Kaputone Creek and Styx River. None of the original forest or riparian vegetation remains along the NArt corridor. While some of the original wetland species no doubt remain in the Otukaikino wetland the wetland margin forest that would once have surrounded and buffered the wetland no longer exists. Landscape Effects and Mitigation: In terms of landscape values of the vegetation cover, the majority of the landscape that the NArt traverses is modified. Notable vegetation is mature exotic trees, along with shelterbelts, hedgerows and hedges. The removal of trees will result in obvious, but localised landscape effects. The Landscape Concept Plans indicate the extensive specimen tree planting proposed that forms part of the Scheme Assessment and the ULDF. The Belfast Cemetery vegetation will not be impacted upon by the NArt. The removal of sections of planting associated with the waterways will be an obvious effect, but proposed mitigation planting (20m buffers either side of the waterways) will enhance the Styx River and Kaputone Creek margins long term. The removal of a approximately 100m length of indigenous trees and shrubs along the eastern edge of Otukaikino Reserve will be a noticeable effect, but will be mitigated by a proposed 20m wide planted buffer of similar indigenous plant species within the reserve along the boundary. The removal of a 520m length of indigenous planting along QEII Drive will have a noticeable, local effect, but the proposed mitigation provides replacement planting and increases the amount of wetland planting in the area long term. The proposed indigenous planting along stormwater detention basins, swale and waterway edges will optimise the natural character and landscape amenity with long term ecological benefits to the existing ecological environment Landuse As previously stated, the common landuses within the proposed NArt designation are pastoral farming and horticultural cropping, followed by lifestyle block type small holdings. The change in landuse from farm land to arterial will have a noticeable landscape effect, with the creation of a new arterial corridor, the removal of various dwellings, buildings, and exotic trees and the placement of new stormwater treatment devices. The effect will be contained within the immediate landscape. The landscape effects of the NArt on existing landuse can be broken into two landscape setting types, the rural landscape setting and the urban landscape setting. The rural landscape is located along the entire eastern boundary of the Greenfields Section and from the Otukaikino Reserve to the Styx River along the western boundary. The QEII Drive Section also has rural landscape setting on the north of the alignment from the Southern Interchange to Innes Road and for a pocket of land south of the Southern Interchange near Winters Road and Philpotts Road. Date: 2 November

24 Urban landscape runs along the western boundary of the alignment from the Styx River to QEII Drive within the Greenfields Section. The QEII Drive Section has an existing urban landscape setting on both sides of Main North Road through to the proposed Southern Interchange, including St Bede s College. Lifestyle residential blocks are on the south side of QEII Drive between Philpotts Road and Innes Road, and are zoned for denser subdivision in the future, see Figure 1 below. Figure 1: NArt Landuse Map Rural landscape Figure 2: View from Main North Road looking south, with distance views of the Port Hills, showing linear shelterbelt patterns and flat topography. The character of the rural landscape is varied and includes open pastoral farming, horticultural cropping, woodlots and some industrial land uses. The common introduced landscape elements are shelterbelts, fences that tend to be linear in form, along with houses and farm sheds. Contrasting this are the meandering rivers, streams and wetlands with the associated vegetation of willows and minimal indigenous vegetation. The pastoral character is semi-open with views foreshortened by numerous shelterbelts of willows, Date: 2 November

25 alders, pines, and eucalyptus. There are intermittent views to the Port Hills in the south and the Southern Alps in the north. Key Issues/Opportunities: loss of productive soils; change from rural landuse to roading infrastructure; loss of rural character and open space; and rural/semi-rural outlook from alignment. Landscape Effects and Mitigation: The actual arterial component of the Proposal through the majority of the rural section will be seen as two parallel ribbons of seal which will for the most part be at grade with the surrounding land. Where the alignment is at grade it will be able to be absorbed and integrated within the surround landscape, as linear forms are not uncommon in the rural landscape context, the Proposal will still have a noticeable effect. Where the NArt is at grade, grassing and specimen tree planting with the arterial margin is recommended. Both informal clusters and more structural, linear tree plantings would be in character within the rural landscape context providing sufficient landscape mitigation measures. There are several rural residences that will either be purchased or have the potential landscape effect mitigated through planting of trees and shrubs to soften or screen the proposed arterial. There will be loss of some sections of exotic tree plantings. Recommend replacement tree planting of both exotic and indigenous trees, with indigenous planting concentrated at waterway crossing points would build upon CCC s vision for enhancing the areas waterways, to highlight the waterway crossing points and provide long term shade to the waterway. Urban landscape Figure 3: View from edge of Styx River Conservation Reserve looking south, showing houses on the right of NArt alignment. There are existing residential properties located along the west boundary of the NArt alignment between the Styx River and Winters Road. Residential properties also neighbour the alignment north and south of the existing QEII Drive, between Main North Road and the Southern Interchange. Some lifestyle block type properties are along QEII Drive from the Southern Interchange to Innes Road in the east. Along Prestons Road there are several Date: 2 November

26 properties that will be purchased and removed to allow for the NArt alignment and its associated underpasses. Generally property boundaries along the alignment consist of 1.8m high solid fencing and some homes are located close to their eastern property boundaries. While not in the residential landscape area, there is proposed BAP residential development on the west of the alignment and between Belfast Road and the Styx River. The BAP also introduces industrial land use zoning to the west of the alignment residential (between the Otukaikino Reserve and Belfast Road). Key Issues/Opportunities: loss of open space for properties neighbouring alignment; lighting location, extent and impacts on existing properties; mitigation fencing location, heights, and material choice including potential vandalism effects on neighbouring properties; bunding location, height and slope angle impacts on existing properties; and structure location, height and visual impacts of potential bridges and interchanges. Landscape Effects and Mitigation: The neighbouring residences will have a loss of open space and foreshortening of views through the placement of the proposed noise mitigation bunding, fencing and planting. For residences when the alignment is at grade the effect will be noticeable. For residences where the alignment and associated embankments are raised with bridge structures the effect will be obvious. The loss of open space cannot be mitigated along the Greenfields Section, but planted noise mitigation bunding, fencing and planting will provide a buffer between the residential dwellings and the NArt. Along the QEII Drive Section the loss of open space alongside St Bede s College will be a noticeable effect, and very difficult to mitigate due to the restricted, narrow corridor. In summary, the change in landuse is primarily associated with the loss of rural land to accommodate the arterial. The effect of change for the rural landscape will be noticeable as farm land will be permanently lost. The effect for the urban landscape will be noticeable for neighbouring dwellings where the arterial is at grade and obvious for neighbouring dwellings where the Proposal as raised on embankments. 7.3 Viewing Catchment and Audience The Proposal s visual catchment will vary relative to its linear extent. Existing enclosing shelterbelts, hedge rows and woodlots will limit its visibility from the broader area. The viewing audience will be local residents who can see parts of the Proposal from their dwellings and properties, surrounding industrial and commercial areas, motorists and cyclists using existing roads, motorists and cyclists using the future NArt, reserve users (Otukaikino Reserve, Styx River Conservation Reserve and Owen Mitchell Reserve), and people within the grounds of Belfast Cemetery and St Bede s College. The following sections describe the likely visual effects of the Proposal. Date: 2 November

27 7.4 Visual Effects The visual effects of the NArt will result from changes to the local landscape and their degree of visibility. The extent of these effects and their acceptability or otherwise will be depend on the degree of change to the local landscape character, in relation to the amount of change that is currently happening in the area. The main visible components of the Proposal are the three overpasses, three underpasses, the Southern Interchange, and the road alignment itself, consists of dual pair of two-lane carriageway, separated by a central grass and a planted median. Associated with the overpasses, underpasses, and interchange are their approach embankments. The actual arterial component of the Proposal will be seen for the most part as two parallel ribbons of seal which will be at grade with the surrounding land. There will be sections of fill formation where NArt overpasses local roads and the SIMT Railway. The actual change to the landscape resulting from the construction of the NArt typically will include the removal of existing structures and vegetation; the excavation of the arterial alignment, the placement of fill formations, the construction of the overpasses, underpasses, the interchange, the bridge structures and the placement of the road surface. Further visual changes would result from the implementation of stormwater, noise and landscape mitigation measures. Date: 2 November

28 The following sections describe the source of change and the likely visual effects within the NArt (a detailed breakdown of areas where the NArt is clearly visible from): 1. Northern Connection (existing SH1 Motorway users) and Otukaikino Reserve (reserve users) 2. Main North Road Overpass and Railway Overpass (existing road and railway users) 3. Kaputone Creek crossings (surrounding dwellings, Belfast Meatworks and farmers) 4. Belfast Cemetery and Belfast Road Underpass (cemetery and Belfast Road users) 5. Radcliffe Road Underpass (Radcliffe Road users) 6. Styx River Bridge crossing (reserve users) 7. NArt Residential edge (residential area indicated by a orange hatch) 8. Prestons Road Underpass (Prestons Road users and views from local dwellings) 9. Owen Mitchell Reserve (reserve users) 10. Southern Interchange (from QEII Drive road users and neighbouring dwellings) 11. QEII Drive St Bede s College (college users) 12. QEII Drive - Residential edge (residential area indicated by a orange hatch west of Southern Interchange, dwellings located behind existing boundary fences) 13. QEII Drive Residential lifestyle blocks (east of Southern Interchange, residential dwellings) Figure 4: Surrounding Landscape Character Overview Date: 2 November

29 7.4.1 Northern Connection and Otukaikino Reserve Figure 5: View looking north along Chaney s on-ramp to existing Christchurch Northern Motorway embankments and Otukaikino Reserve willows to the left. Figure 6: View from within Otukaikino Reserve looking east towards Chaney s on-ramp and the NArt alignment. The existing Christchurch Northern Motorway embankments are steep and grassed. Otukaikino Reserve (Wilson s Swamp) is a significant wetland with important cultural and ecological values. The site is designated as a Wai Tapu site and is currently used as a living memorial by Lamb and Hayward funeral directors in partnership with the Department of Conservation. The area is undergoing wetland restoration, with various features like raised boardwalks, seating areas and passive open space having been created. The reserve is currently visually contained to the north by the SH1 arterial embankments, to the east by boundary planting and to the south by further planting. Key Issues/Opportunities: considered placement of fill footprint and its impact on the reserve; provision of sufficient buffers and mitigation strategies to retain the character of the reserve; and expand on ecological enhancement to build on existing vision for the area. Visual Effects and Mitigation: Removal of approximately 100m length of existing indigenous planting within the Otukaikino Reserve eastern boundary will have a noticeable effect. The introduction of an extension of fill embankments and mitigation planting will foreshorten views to the east. Planting of indigenous vegetation on the fill embankments, around the proposed stormwater wetlands will mitigate the visual effect and will contribute to increasing the reserve patch size. Date: 2 November

30 Extending the existing embankments south, to allow the NArt to go over the Main North Road and SIMT Railway line, will have a noticeable effect due to the degree of earthworks required in the flat landscape context. For the NArt users the elevated arterial corridor will provide clear views to the Port Hills when travelling south and there will also be views down into the reserve to the west and stormwater wetlands on both sides of the embankment fill, enriching the motorist s experience Main North Road and Railway (users) Figure 7: Photo on right from Main North Road looking east, where NArt will go over Main North Road, Chaney s on-ramp to the left edge of the photo. Photo on left is from Chaney s on-ramp looking south along the proposed arterial alignment. At present Main North Road has two lanes and connects onto SH1 via Chaney s on-ramp. There is a section of exotic shelter trees, including Lombardy poplars along the southern boundary of the Chaney s on-ramp and Main North Road intersection that visually contain this area. Key Issues/Opportunities: loss of rural character, shelter trees and open space. Visual Effects and Mitigation: The removal of the exotic trees, proposed fill embankments, associated indigenous planting and overpass structures, with MSE walls, will result in the loss of rural character and enclose views and create a tunnel effect for the motorists using Main North Road and for railway users. The changes will have a noticeable visual effect, but can be mitigated with planting on the fill batter slopes and clusters of exotic and indigenous trees. Date: 2 November

31 7.4.3 Kaputone Creek Figure 8: Sections of Kaputone Creek The NArt alignment crosses Kaputone Creek at three points. Existing Kaputone Creek crossings on the local road network (Guthries, Factory and Belfast Roads) utilise concrete pipe culverts there is no provision for pedestrian access alongside the creek margins but the BAP plans cycle and pedestrian connections along the creeks banks in the long term. There is currently several farming sheds located south-east of the Kaputone Creek. These will be removed as they sit within the proposed designation footprint. Key Issues/Opportunities: landscape enhancement along the creek banks to extend and connect with the BAP vision, including cycle/pedestrian links that could utilise the proposed 20m reserve strip; and potential for the NArt pedestrian/cycleway to follow the creek edge, between Radcliffe Road and Belfast Road and connect with the proposed BAP pedestrian/cycleways. Visual Effects and Mitigation: The removal of exotic shelter trees and the addition of culverts, narrowing the visual extent of Kaputone Creek bed will have a noticeable visual effect. The loss of trees can be mitigated through planting a 20m wide buffer that will enhance the landscape and ecological aspects of the waterway edge long term. Date: 2 November

32 7.4.4 Belfast Cemetery and Belfast Road Underpass Figure 9: Belfast Cemetery entrance view from Belfast Road Figure 10: Views from within the Belfast Cemetery. Photo on left shows view to the south towards the area of the proposed Belfast Road Underpass. Photo on right shows the view east towards the NArt alignment, which will be located behind the existing holly hedge. Belfast Cemetery is located on the north-western corner of Belfast Road and Guthries Road intersection. There are numerous mature, predominantly exotic trees throughout the cemetery, including a holly hedge along the cemetery s eastern edge. The trees within the cemetery reserve form a focal point within the northern section of the alignment. Key Issues/Opportunities: protection and care taken with NArt and underpass alignment to avoid physical impact on the cemetery site; considered placement of fill embankments and their effect on the cemetery; sufficient buffers and mitigation strategies to respond to the cemetery usage; and potential to integrate a new entrance to the cemetery in conjunction with CCC s proposed expansion of the cemetery. Visual Effects and Mitigation: There will be removal of vegetation (exotic shelterbelts and individual trees) and the introduction of fill embankments where the Belfast Road Underpass crosses the arterial. From within the cemetery, looking south, there will be a loss of open pasture views with an obvious, localised effect. The proposed fill embankments and mitigation tree and shrub planting will foreshorten views and enclose the cemetery. The retention of the existing holly hedge will provide screening of the proposed arterial. For users of Belfast Road, the existing, linear, flat landscape with a road formation Date: 2 November

33 that will become elevated to 7 to 8m will have an obvious localised effect, creating views out across the border landscape. Mitigation planting of between 10 to 40m wide will provide a definite, visual buffer between the cemetery and the NArt and Belfast Road. Other associated mitigation measures including the introduction of proposed stormwater wetlands and embankment planting will change the rural landscape character to one with more ecological benefits. Two residential properties east of Belfast Road will be partially within the designation footprint. NZTA proposed to purchase these properties due to the proposed effects and impacts. There is another lifestyle property at the southern end of Guthries Road. The dwelling currently sits 95m from Guthries Road and after the proposed realignment will be 30m from Guthries Road. The proposed bunding and planting between Guthries Road and the arterial will screen the arterial from the dwelling. The visual effects will be obvious with Guthries Road 55m closer to the dwelling, with potential screen planting mitigating these effects over time Radcliffe Road Underpass Figure 11: View from 34 Radcliff Road looking south. Radcliffe Road sits between Kaputone Creek and the Styx River. In the area there are some exotic shelter trees and two residential dwellings within or close the proposed designation footprint. Key Issues/Opportunities: change from rural landuse to roading infrastructure; and loss of rural character and open space. Visual Effects and Mitigation: There will be removal of some exotic shelter trees, the addition of fill embankments with a bridge underpass with spill through walls, mitigation planting and stormwater devices. The proposed fill embankments and underpass structure will enclose views and create a tunnel effect for the arterial motorists using the NArt, while motorists using the Radcliffe Road underpass will experience views out across the landscape. There will be an obvious, visual effect for the road users but the proposed landscape planting on the fill batter slopes will assist to mitigate. One neighbouring dwelling will be purchased and removed, that is located within the proposed designation footprint. At the west end of the fill embankment the footprint is in close proximity to an existing dwelling. For this dwelling there will be loss of views across the rural landscape Date: 2 November

34 due to the proposed fill embankments, resulting in an obvious visual effect for this residence. The proposed mitigation measures is shrub planting on the fill batter slopes Styx River Figure 12: View on edge of Styx River terrace looking east to the approximate location of the proposed bridge crossing the river. The Styx River flood channel is 90 to 100m wide and incised 6 to 8m deep relative to the open paddock to the south. The flood channel contains rough pasture and the actual river is obscured by a dense cover of crack willow. It is understood that the river channel is 5 to 6m wide at this point and very deep relative to its width. The Styx Mill Conservation Reserve is located upstream from the alignment and has a mixture of recreational open space and pockets of indigenous planting. The river is a key current and future recreational and ecological corridor for the City. CCC has adopted a 40 year vision 15 that includes a Source to Sea linear park concept. The Styx Vision looks to protect, restore and enhance the natural character of the river and its surrounding environment. The NArt will bridge over the Styx River and part of its flood channel, allowing for well connected cycle and pedestrian access along the arterial corridor and for future CCC access underneath the bridge structure, on both sides of the river. There are benefits for keeping the motorway alignment low in the landscape so as to reduce the visual and noise impacts on Redwood Springs residents. There are currently two options for crossing the Styx River with varying impacts on the river corridor landscape landform character. Option 1 consists of a 30m long single span bridge with spill-through abutments and Option 2 consists of a 50m long double bridge span with spill-through abutments. Both have fill approach embankments of two different sizes option 1 requiring 4.5m of fill to extend into the river lower terrace, south side of true right bank for 40m to 55m and with approximately 1.5m of fill for a length of 3m on the northern edge and option 2 requiring 4m of fill to extend into the river lower terrace, south side of true right bank for 20m to 25m. 15 Christchurch City Council, 2000, Vision The Styx Waterways, Wetlands and Surface Water. Date: 2 November

35 Final type and form of bridge will be dependent on foundation conditions and cost; either form would have adequate space to accommodate a Source to Sea pedestrian/cycleway passing under the bridges. Key Issues/Opportunities: ensuring that cycle and pedestrian connections are maintained underneath the NArt; ensure that ecological and cultural issues are incorporated into the design of the bridge; and connecting with the established CCC Styx River corridor design palette. Visual Effects and Mitigation: Removal of willow and predominately exotic plant cover in a 50 x 60m river corridor area will have an obvious, localised visual effect. The vegetation removal can be mitigated by the proposed tree and shrub planting providing a 20m buffer for the river edge which will also improve the ecological values for the river in the long term. Option 1 requires more fill than Option 2 and will have an obvious, localised visual effect, due to the extensive infilling of the incised flood channel. Option 2 will have a noticeable, localised visual effect due to the changes brought about by the partial of infilling to the incised channel. Option 2 is the preferred option as it requires only half of the amount of earthworks as Option 1. The effects of both options can be mitigated through sympathetic contouring and planting of fill embankments with indigenous planting to help integrate the forms into the landscape context will help integrate the structure into the landscape long term. Bridge design and form is covered in more detail in the Urban Design Effects section (refer to section (b) Structures) NArt Residential edge Figure 13: View from edge of Styx River Conservation Reserve looking south, showing start of houses. There are existing residential properties located along the west boundary of the NArt alignment between the Styx River and Winters Road. Residential properties also neighbour the alignment north and south of the existing QEII Drive, between Main North Road and the Southern Interchange. Some lifestyle block type properties are along QEII Drive from the Date: 2 November

36 Southern Interchange to Innes Road in the east. Along Prestons Rd there are several properties that will be purchased and removed to allow for the NArt alignment and its associated underpasses. Generally property boundaries along the alignment consist of 1.8m high solid fencing and some homes are located close to their eastern property boundaries. Key Issues/Opportunities: loss of open space for properties neighbouring alignment; lighting location, extent and impacts on existing properties; mitigation fencing location, heights, and material choice including potential vandalism effects on neighbouring properties; bunding location, height and slope angle effects on existing properties; and structure location, height and visual effects of potential bridges and interchanges. Visual Effects and Mitigation: Where residences have 1.8m high fencing along their eastern boundary and the NArt is at grade, there will be a negligible effect, as the views are generally blocked by the existing solid fences and planting. For the residences with two-storey dwellings, low or no fencing along their eastern or north eastern boundaries, there will be a noticeable, local effect, where the NArt is at grade as there will be a loss of rural views. The proposed mitigation bunding and fencing will screen the Proposal and will for shorten their views. For residences neighbouring the NArt when it is above grade there will be obvious visual effects, as there is loss of rural views and introduction of large fill embankments and bridge structures. The mitigation planting will soften the fill batters over time as the proposed shrub and tree planting matures and screens the arterial Prestons Road Underpass Figure 14: View from Prestons Road, near 141 Prestons Road, looking south with of the Port Hills in the distance Date: 2 November

37 There are several residences along Prestons Road, and on Dunbarton Street and Edron Place that will be affected by the proposed designation footprint. A row of eucalyptus trees and other rural exotic species will also be removed. Key Issues/Opportunities: loss of open space for properties neighbouring alignment; lighting location, extent and impacts on existing properties; and structure location, height and visual impacts of underpass. Visual Effects and Mitigation: As with Radcliffe Road underpass there will be removal of exotic shelter trees, the addition of fill embankments with a bridge underpass with spill through walls, mitigation planting and wetland stormwater devices; see section for effects summary. There will removal of a farm shed and clusters of exotic shelter trees, east of Edron Place and Mulberry Place. There will also be removal of eucalyptus trees and shelterbelt along the south edge of Prestons Road and the purchase of seven residential properties, along the north edge of Prestons Road. For local neighbouring dwellings there will be loss of views across the rural landscape due to the proposed fill embankments, resulting in an obvious visual effect for these residences. The mitigation measures are proposed exotic and indigenous trees and planting on the fill batter slopes. The removal of buildings and vegetation will not have an effect on the broader landscape character Owen Mitchell Park Figure 15: Owen Mitchell Park looking east to boundary along NArt route Owen Mitchell Park has open central playing fields, with a playground and pockets of tree and shrub planting. The playing fields are used predominantly for soccer. Key Issue/Opportunities: definition of an appropriate cycle/walkway alignment through the park to link between the parallel Northern Arterial cycleway and Guthries Rd. Visual Effects and Mitigation: The NArt is on the east edge of the exiting park boundary planting. The associated mitigation earth bunding and planting will further screen the proposed arterial. There will be a loss of a small section of boundary planting to allow for the proposed pedestrian/cycleway connection into the park. These changes will have a Date: 2 November

38 negligible effect. The proposed bunding and screen planting will enhance the existing planting, and the new sealed cycleway/pedestrian path will improve the park s connectivity to the local community. The park will allow a safe cycle access point to the Greenfield Section of the NArt Southern Interchange Figure 16: View from Winters Road northeast to QEII Drive The proposed Southern Interchange footprint currently consists of a patchwork of open pasture, exotic trees, and indigenous planting along the sweeping s-curve bend of QEII Drive. The indigenous planting consists of flax, toe toe and cabbage trees with an approximate total length of 520m and a width of 10-20m. The pasture is edged with residences from Te One Place, Te Maru Place, Grimseys Road, Autumn Place and Winters Road. Key Issues/Opportunities: loss of open space for properties neighbouring alignment; lighting location, extent and effects on existing properties; mitigation fencing location, heights, and material choice including potential vandalism effects on neighbouring properties; bunding location, height and slope angle effects on existing properties; and structure location, height and visual effects of the interchange. Visual Effects and Mitigation: The proposed interchange will require the removal of mature exotic trees and some long sections of indigenous planting. The overpass will be 7-8m high, approximately 70m long by 30m wide with a spill through abutment. For neighbouring residences there will be a loss of rural views across open pasture and a foreshortening. The residences neighbouring the arterial there will be obvious visual effects, as there is loss of rural views and introduction of large fill embankments and bridge structures. The mitigation planting will soften the fill batters over time as the proposed shrub and tree planting matures and screens the arterial. The construction of a pedestrian/cycle subway underneath the arterial will be 58m long, 5m wide and 2.5m high, will provide a non-motorised west-east connection. This long section of subway has limitations with regard to crime prevention through environmental design and urban design principles, but is preferred over the alternative of negotiating through the Southern Interchange dumbbell roundabout, from a safety perspective. Date: 2 November

39 QEII Drive - St Bede s College (between Main North Road and the proposed Southern Interchange) Figure 17: View of St Bede s College boundary on QEII Drive looking east. St Bede s College is located alongside the west end and to the north of QEII Drive. The proposed 4-laning will remove the grassed verge along the school s boundary. The school s established avenue of trees and playing fields provide borrowed screening and open space to this section of road. West of the proposed Southern Interchange is Grimseys Road pedestrian underpass, an existing structure with a proposed extension of 8m. It keeps pedestrians and cyclists away from the Southern Interchange, underneath QEII Drive. It will be 4m wide and 2.43m high. Visual Effects and Mitigation: There will be removal of a 14m wide grassed strip and numerous exotic trees along the northern edge of QEII Drive resulting in a 2.5m grassed edge between QEII Drive and St Bede s College. There will also be removal of exotic trees from the central median, near QEII Drive and Main Northern Road intersection and replacement of the narrow existing planting along the southern boundary of QEII Drive. There will be an obvious effect with the removal of these trees and the loss of open space for the QEII Drive drivers and St Bede s students. Due to the limited corridor width there is insufficient room for mitigation screening planting to occur between St Bede s and QEII Drive. There is potential for screen shrub planting underneath the existing trees on St Bede s property. The proposed extension of Grimseys Road pedestrian underpass will have a noticeable visual effect that can be mitigated through applying the proposed urban design principles in section Date: 2 November

40 QEII Drive Section (between the proposed Southern Interchange and Innes Road roundabout) Figure 18: View of QEII drive looking west approximately 400m from the Innes Road intesection QEII Drive is currently a two lane arterial with an existing off-road pedestrian/cycleway along the southern road edge. There are some long sections of exotic shelter trees. The Hills Road pedestrian underpass is an existing structure with a proposed extension of 6.5m. The 3m wide by 2.5m high underpass separates pedestrians and cyclists from QEII Drive traffic and connects Hills Road. Visual Effects and Mitigation: Along this stretch of road there will be removal of exotic trees and shelter hedging, opposite Philpotts Road and on the northern edge of QEII Drive west of the Innes Road intersection. The widening of road to 4-lanes and removal of trees along QEII Drive will have an obvious visual effect, but proposed mitigation planting will replace and restore the vegetation loss long term. The proposed extension of Hills Road pedestrian underpass will have a noticeable, localised visual effect that can be mitigated through applying the proposed urban design principles in section Urban Design Effects Overview The urban design effects have been assessed on two levels; firstly on the broader context of the Christchurch area utilising urban design protocols, and secondly, focussing more specifically on the Proposal s structures and their effects on the urban environment. In terms of the broader context, the NArt will largely have a beneficial effect on the urban context of Christchurch. The Proposal provides a variety of opportunities to encompass the urban design protocols to improve connections, celebrate and enhance the area s character and context, incorporate creative solutions, and incorporate custodianship. A positive effect of the NArt will be the removal of traffic and congestion from Belfast s main street, given that this section of Main North Road is also SH1. This, in turn, will provide easier access for local and visiting public. Date: 2 November