Waitohi Picton Ferry Precinct Development Construction ...

1 | © KiwiRail Construction Management Plan – Revision 9

Waitohi Picton Ferry Precinct

Development

Construction Management Plan:

DRAFT FOR RESOURCE CONSENT


Construction Management Plan

Document History and Status

Revision Date Author Reviewed by Approved by Status

1 29/05/2020 T Evison M Taylor M Taylor Draft

2 03/08/2020 T Evison M Taylor M Taylor Draft

3 28/8/2020 N White M Taylor M Taylor Draft





8 6/11/20 N White M Taylor M Taylor Final draft for

consent

9 8/3/21 M Justice T Evison L Taylor Final draft

during consent

Revision Details

Revision Details

1 Draft for confirmation – issued for consenting pack of documents issued 31st May

2 Updates following receipt of feedback from project team




6 Updates following receipt of feedback from project stakeholders

7 Updates following receipt of feedback from project stakeholders

8 Updates following receipt of feedback from clients

9 Updates following EPA RFI questions


1 Contents

Document History and Status ....................................................................................................................... 2

Revision Details ............................................................................................................................................ 2

1 Introduction.......................................................................................................................................... 10

1.1 Purpose ........................................................................................................................................ 10

1.2 Objectives of the CMP .................................................................................................................. 10

2 Project Description .............................................................................................................................. 11

3 Project Personnel ................................................................................................................................ 12

3.1 Stakeholders and Personnel ......................................................................................................... 12

3.2 Roles and Responsibilities............................................................................................................ 12

4 Construction Methodology ................................................................................................................... 13

5 Resource Consents and Outline Plans of Work ................................................................................... 13

6 Safety, Health, and Environmental Plan (SHE) .................................................................................... 14

6.1 Objectives of SHE PLan ............................................................................................................... 14

6.2 Legal Requirements ..................................................................................................................... 14

6.3 Project Hazards ............................................................................................................................ 14

6.4 Contaminated Soil ........................................................................................................................ 15

7 Environmental Management ................................................................................................................ 15

7.1 Construction Traffic Management Plan ......................................................................................... 15

7.2 Vessel Navigation ......................................................................................................................... 16

7.3 Coastal Marine Area Management ............................................................................................... 18

7.4 Demolition and Earthworks Management ..................................................................................... 19

7.5 Dredging management ................................................................................................................. 28

7.6 Erosion, Sediment Control and Stormwater Management ............................................................ 34

7.7 Hazardous Materials and Spill Management ................................................................................ 37

7.8 Noise and Vibration Management (including Marine Mammals Management) ............................. 38

7.9 Cultural, Heritage and Archeaological Management ..................................................................... 38

Appendix A – Project-Specific Plans and Reports....................................................................................... 40

A1. Concept Design Report..................................................................................................................... 40

A2. Safety, Health and Enhvironmental Plan (SHE) ................................................................................ 40

A3. Construction Traffic Management Plan (CTMP) ................................................................................ 40

A4. Navigational Safety Plan (NSP) ........................................................................................................ 40

A5. CMA Protection Management Plan (CMAPMP) ................................................................................ 40

A6. Detailed Site Investigation (DSI) ....................................................................................................... 40

A7. Dredging Management Plan (DMP) .................................................................................................. 40

A8. Erosion, Sediment Control & Stormwater Management Plan (ESCSMP) .......................................... 40

A9. Spill Management & Response Plan (SMRP) ................................................................................... 40

A10. Construction Noise & Vibration Management Plan (CNVMP).......................................................... 40


A11. Archaeological Management Plan / Site Instructions (AMP/SI) ....................................................... 40

A12. Heritage Effects Assessment – Waitohi Picton Railway Station ..... 40Appendix B – Resource Consents

................................................................................................................................................................... 41

B1. Existing Resource Consents [to be added to final version of cmp] .................................................... 41

B2. New Resource Consents (refer to RC Application) ........................................................................... 41

Appendix C – Other Documents ................................................................................................................. 42

PMNZ ..................................................................................................................................................... 42

KiwiRail ................................................................................................................................................... 42


CMP Navigation Table

Construction

Effects

Section

Addressed

in CMP

Construction Effects to

be Managed

Sub-

Construction

Management

Plan

Safety Health

and

Environment

Plan

Health and

safety

Section 6 of

the draft

CMP

Legal requirements of the

Safety Health and

Environment Plan

Appendix A2

Safety, Health

and

Environmental

Plan Identifying project hazards

Environmental

Management

Construction

Traffic

Section 7.1

of the CMP

and draft

Construction

Traffic

Management

Plan

Construction sequencing

and temporary traffic

management

Appendix A3

Construction

Traffic

Management

Plan Requirements for site

specific traffic

management plans to be

prepared to ensure every

construction activity is

conducted using an

approved methodology.

Describes the special

considerations to be

accounted for

Vessel

Navigation

Section 7.2

of the draft

CMP and

draft

Navigational

Safety Plan

Management of project

marine construction works

to manage potential

effects on port operations

and other commercial and

recreational users of the

Waitohi Picton Harbour

Appendix A4

Navigational

Safety Plan


Effects on

Coastal

Marine Area

Section 7.3

of the draft

CMP

The CMA Protection Plan

will management of effects

associated with:

- Disturbance of the

seafloor

- Mobilisation of silt and

suspension in the water

column

- Hydrocarbon and

chemical spills

- Introduction of harmful

aquatic organisms

- Loss of construction

materials into the

marine environment

- Biosecurity risk

Appendix A5

CMA Protection

Management

Plan

Effects of

demolition

and

earthworks

Section 7.4

of the draft

CMP

Operational procedures for

the management of

demolition materials and

soil/earthworks including

reuse of soil and

management of

contaminated soil and

water encountered

(section 7.4)

Appendix A6

The Detailed

Site

Investigation

has informed

this

management

regime

And

Appendix A8

Erosion,

Sediment

Control &

Stormwater

Management

Plan

Includes measures to

eliminate /minimize the

potential for human

exposure to contaminated

soils and contaminated

discharges to the

environment (section

7.4.3)

Manages dust during

demolitions works and

during earthworks,

stockpile management and

loading and transportation

of soil/spoil off-site

(section 7.4.4)

Manages dust and odour

(section 7.4.4)

Manages contaminated

dust (section 7.4.5)


Manages imported fill

(section 7.4.7)

Accidental discovery of

contamination and

decontamination (sections

7.4.8 and 7.4.9)

Effects arising

from dredging

and dredge

spoil

management

Section 7.5

of the CMP

Requirements for dredging

and dredged material

documentation (section

7.5.2)

Appendix A7

Dredging

Management

Plan

And

Appendix A8

Erosion,

Sediment

Control &

Stormwater

Management

Plan

Includes testing and

conditions for dredged

sediment (section 7.5.4)

Method for marine spoil

classification (section

7.5.5)

Methodology for dredging

and disposal of marine

spoil (section 7.5.6)

Manages dredged

sediment (section 7.5.7)

Manages water quality

validation (section 7.5.8)

Erosion,

sediment and

stormwater

effects

Section 7.6

of the draft

CMP

Sediment control and

stormwater management

(section 7.6.2)

Appendix A8

Erosion,

Sediment

Control &

Stormwater

Management

Plan

Contaminated surface

water management

(section 7.6.3)

Contaminated surface

water control and

discharge (applies to

discharges from dredge

spoil and stockpile

discharges) (section 7.6.4)

Potential risk

of accidental

hazardous

materials and

substances

spills

Section 7.7

of the CMP

Identifies the construction

processes, plant and

equipment, materials and

substances proposed to

be used on the project

which have a risk of

causing adverse effects on

Appendix A9

Spill

Management &

Response Plan


the environment, and

identifies the methods and

techniques, and

management procedures

and protocols including

monitoring and reporting,

to manage adverse effects

of the construction work

Construction

noise and

vibration

Section 7.8

of the CMP

& the draft

Construction

Noise and

Vibration

Management

Plan

Manages effects on

marine mammals resulting

from underwater noise and

vibration due to piling and

other marine construction

work in the CMA

Appendix A10

Construction

Noise and

Vibration

Management

Plan

This plan

includes:

Appendix D

Underwater

noise mitigation

measures

Appendix E

Marine

Mammal

Observation

Procedures

Manages airborne noise

due to general

construction work above

water and on land

Manages impact and/or

vibration noise from

landside civil construction

work including impact

and/or vibro-driven piling,

earthworks dynamic

compaction and/or ground

improvement, and rail

track ballast tamping

Potential

effects on

cultural,

heritage and

archaeological

items and

values

Section 7.9

of the CMP

Requires procedures for

identifying and working

with a cultural monitor

Appendix A11

Archaeological

Management

Plan

Describes requirements of

the archaeological

authority and

archaeological

management plan

Appendix A12

Heritage

Effects

Assessment –

Waitohi Picton

Railway Station

Describes requirements

for a temporary protection

plan for the Picton Railway

Station for any works on

the Picton Railway Station

platform

Appendix A13

Cultural Impact

Assessment –

Waitohi Picton

Ferry Precinct

Redevelopment


1 Introduction

1.1 PURPOSE

The purpose of this Construction Management Plan (CMP) for the Waitohi Picton Ferry Terminal

Redevelopment project for Port Marlborough NZ Ltd and KiwiRail Holdings Ltd (KiwiRail) is to provide the

following:

• Description of the project and types of construction methods that are expected to be used for the

project. This is to be read in conjunction with the separate Construction Methodology Report (CMR)

which provides a more detailed description of the construction processes;

• Identification of the environmental considerations, mitigation measures, and construction processes

and controls that will be required to manage the construction works in a manner that minimises the

effects on the environment and community;

• Inclusion as part of the documentation package submitted with the resource consent application for

the project, to provide a basis for consideration of the project requirements in relation to the

statutory and regulatory framework and requirements under the Resource Management Act 1991,

the COVID-19 Recovery (Fast-Track Consenting) Act 2020, and all other related environmental

legislation or regulations; and,

• Inform the resource consent process as required to enable consultation, and consideration and

processing of the resource consent, including establishing appropriate controls and measures, as

conditions of the consent.

Note that this CMP applies to the whole of the project area, including both the port site (which extends up to

the Waitohi Awa) and the Dublin Street overbridge site. It has been prepared in draft to support the

resource consent application process, and will be finalised by the project owners (likely to be an Alliance

structure) and certified by Council prior to construction commencing. This may occur in stages.

1.2 OBJECTIVES OF THE CMP

The key objectives of the CMP are as follows:

i. Outline the proposed construction methodology, staging, processes and techniques expected to be

used for the project;

ii. Incorporate any existing resource consents and environmental management framework including

any other health and safety, environmental, or operational management plans which apply to the

project;

iii. Identify the key environmental (including cultural) considerations that may be impacted by

construction, and the potential effects of the construction work on the environment, including values

of mana whenua;

iv. Demonstrate the environmental management processes and procedures which will be used to

manage and minimise or mitigate the effects on the natural character and values of the ferry

precinct environs including public amenity, waterways, foreshore and seabed, and waterway/marine

habitats and environment;

v. Set out protocols required for the accidental discovery of archaeology, including the presence of

cultural monitors;

vi. Establish the external organisations including local authorities and stakeholders, and other affected

parties, community groups, tangata whenua, commercial businesses, and residents of Waitohi

Picton, who may be affected by the construction work; and,

vii. Establish the key personnel, roles and responsibilities of the various stakeholders and parties

involved in the project and demonstrate how communication is to be managed between these


project parties and the external parties described above. This includes demonstrating the process

for identification and management of any issues that may arise, and implementation of corrective

measures as required in consultation with those parties.

2 Project Description

Port Marlborough New Zealand Ltd (PMNZ) and KiwiRail Holdings Ltd (KiwiRail) plan to redevelop the

Waitohi Picton Ferry Precinct to suit the proposed replacement by Kiwi Rail of the three current

Interislander vessels with two new larger road/rail capable vessels. This is to accommodate the next

generation of Interislander ferries in line with KiwiRail’s overall objective to accommodate the future

forecast growth in passengers, vehicles and freight moving between the North and South Islands. This

includes an initiative to increase the volume of rail freight operating between Auckland and Christchurch,

and across Cook Strait.

The project involves redevelopment of the Interislander Ferry Terminal including PMNZ and KiwiRail’s

associated marine and landside infrastructure, KiwiRail’s rail/road freight and vehicle marshalling yards, as

well as some associated local road and services infrastructure. A concept design for the ferry precinct has

been developed as presented in the Concept Design Drawings included in the information package

included with the resource consent application. This design along with other documentation as required

including this CMP, forms the package of information that has been submitted with the resource consent

applications for the project.

The site and surrounding area, known as Waitohi, is of high significance to Te Ātiawa o Te Waka-a-Maui

(Te Ātiawa) being the original Pā and settlement for them on the banks of Te Weranga o Waitohi Awa (“the

sacred waters”). The Waitohi Awa was of the highest cultural significance to Te Ātiawa. Waitohi was the

original name for Picton in 1859. The Te Tau Ihu iwi have statutory acknowledgements over the

Marlborough Sounds.

Figure 1: Ferry Precinct Redevelopment – Overall Layout


3 Project Personnel

3.1 STAKEHOLDERS AND PERSONNEL

The project is likely to be undertaken by an Alliance. The overall contract procurement strategy for the

project has yet to be confirmed meaning that it is not possible to outline a project organisation structure with

any certainty at this stage.1

A separate Project Communications Plan (PCP) will be developed and implemented by the client

stakeholder team and construction team to establish the project communications channels and protocols

for the wider project. The PCP will:

• Include all interested parties, the community and residents, and all aspects of public relations and

communication, for the life of the project;

• Incorporate the communications aspects of the Construction Noise and Vibration Management Plan

(CNVMP); and,

• Include specific measures for dealing with the local and national media, including the management

of adverse events/coverage and the process for public and affected parties to register a complaint

and for processing complaints.

A list of the key project stakeholders and organisations is included in the tables below. This list sits under

the PCP and is anticipated to evolve over time as the project becomes more defined.

Key Project Stakeholders List [to be added in final version of CMP]

3.2 ROLES AND RESPONSIBILITIES

The key roles and responsibilities for the key Client, Stakeholder and Alliance organisations involved in the

project are as follows:

Port Marlborough NZ Ltd & KiwiRail Holding Ltd (and their agents or representatives, and including on

behalf of other key stakeholders as appropriate) jointly will be owner participants in the Alliance and will:

• Oversee the contract management processes as Principal to the contract(s), and ensure that all

contractual requirements are met by the project team including all key stakeholders, consultants

and contractors, including but not necessarily limited to this CMP, Health & Safety Plan,

Construction Traffic Management Plan, PCP, etc; and,

• Ensure – jointly with other responsible parties – that all project construction, port security, rail safety

and environmental management processes are being followed including monitoring and reporting,

environmental compliance audits, and health and safety audits.

The Alliance will:

• Lead all project management and communications with the client, key stakeholders, the various

Alliance members including all subcontractors and separate contractors, and wider project parties

including local and statutory authorities, services infrastructure providers, tangata whenua,

businesses, community groups, other port users, public and residents of Waitohi Picton, , and any

other affected or interested parties;

• Ensure that effects on all surrounding operations are managed to ensure these are unimpeded

throughout the construction works in cooperation with the Principals;

• Implement all statutory and regulatory requirements relating to the project including the resource

consents, outline plans of works, archaeological authorities, health and safety management, and

1 This draft CMP is written as if an Alliance is responsible for preparation and management of the final CMP – Issued for Construction. Should an Alliance procurement model not eventuate in favour of an alternate e.g. ‘traditional’ procurement model, then “Contractor” should be read in place of “Alliance” for the purposes of this document


environmental management, and ensure that all parties are aware of their obligations under the

relevant legislation including but not necessarily limited to the Resource Management Act, Health &

Safety at Work Act, etc;

• Update this CMP as appropriate, including but not necessarily limited to project personnel roles and

responsibilities, construction methodology and programme, resource consents, health and safety,

and all aspects of environmental management, as well as any other processes or requirements as

required to satisfy the Alliance members’ own in-house systems relating to best-practice

management of the project;

• Ensure that all contract construction personnel including all subcontractors and any separate

contractors are trained and fully conversant with the environmental management requirements and

processes concerned with the project, including all statutory approvals and conditions and this

CMP, and implement and comply with all relevant requirements accordingly;

• Ensure that all contract construction personnel including all subcontractors and any separate

contractors understand and comply with all instructions from the key client and stakeholders’

personnel regarding port, ferry and rail operations and requirements;

• Ensure that all project site security and access control measures are appropriate and maintained

throughout the staged construction works, and that all project personnel entering the site are

inducted and familiar with the site hazards at all times, all as required by the site-specific Health &

Safety Plan, incorporating the key client and stakeholder port-wide health and safety systems and

processes also;

• Ensure that all construction plant and equipment is operated safely and maintained well to minimise

any risk of adverse effects on the landside, waterway, marine and built environments;

• Carry out all work in accordance with best practice to ensure compliance with all regulatory and

statutory requirements, this CMP, and all statutory approvals; and,

• Undertake regular audits and inspections of all activities including construction operations, site

security, and environmental and health and safety management systems and processes, as

required to ensure compliance with all regulatory and statutory requirements, this CMP, and the

resource consents. This includes maintaining appropriate systems to monitor and record the status

of activities, report any environmental or health and safety incidents or complaints, manage any

preventative or corrective measures, and report these to the key client and stakeholders regularly.

4 Construction Methodology

Refer to the separate Construction Methodology Report (CMR) for construction method, including details of

the proposed overall staging, programme, the various construction methods and techniques, and the plant

and equipment which are anticipated to be used for construction of the project works based on the concept

design.

The construction methodologies presented are based on engineering judgement and are subject to change

as further site information comes available including geotechnical investigations and analysis. A summary

of key project risks is included in the Concept Design Report, the final version of which is included in

Appendix A1 [To be added in final version of this report].

5 Resource Consents and Outline Plans of Work

The list of relevant existing resource consents, outline plans and associated archaeological authorities

which permit various activities and discharges within the Port and Rail Operational Zone and are

understood to apply to the project, is included as Appendix B1 [to be updated in final version of this report].


Note that, in addition to this list:

• There are further resource consents which have either expired or exist but are considered unrelated

to the scope of the project and focus of the resource consent application at this stage. Some of

these may however be of interest to the Alliance e.g. geotechnical bore hole investigations,

piezometer bores, land use for nearby sites, and a full list of these is available should the Alliance

wish to review these; and,

• A list of coastal permits for the existing swing moorings in the harbour basin is available should the

Alliance wish to review these.

6 Safety, Health, and Environmental Plan (SHE)

6.1 OBJECTIVES OF SHE PLAN

The Alliance will prepare a comprehensive project-specific SHE Plan included in Appendix A2 [to be added

to final CMP] which:

• Incorporates the relevant requirements of the key client and stakeholder SHE or Health and Safety

(H&S) Plans (included in Appendix C) [to be added to final CMP];

• Incorporates the Alliance members’ own SHE/H&S systems, including any subcontractors involved

in the project who will be working in the same construction areas; and,

• Is tailored to suit the specific requirements of the project.

The objective is to have only one project-specific SHE Plan that applies to the project and is administered

and managed by the Alliance who is in control of the site. However, where there is any variation or

discrepancies between the various SHE/H&S Plans which are incorporated in the Alliance’s project-specific

SHE Plan, the more stringent requirements of the various plans will be adopted.

The overall objective of the SHE Plan is to enable a safe working environment and avoid harm for all

parties involved in the project, including any port or rail/ferry operational staff, and public who may have to

traverse through certain parts of the construction site by arrangement at times for operational reasons.

6.2 LEGAL REQUIREMENTS

The SHE Plan will be prepared – and will be maintained and managed – in accordance with the Health and

Safety at Work Act 2015, and all other relevant health and safety legislation and regulations.

The Health & Safety at Work Act 2015 requires the employer and employees to do all that is reasonably

practicable to ensure the safety of staff whilst at work. This includes ensuring that:

• All persons are appropriately trained, skilled and/or supervised for their tasks;

• All hazards are identified, notified, and managed to accepted industry and H&S standards;

• Safety barriers and signage are provided as appropriate, and hazard registers and noticeboards are

kept up to date and discussed at regular site tool-box meetings;

• Personal protective equipment is worn at all times; and,

• Port, ferry and rail operational staff, and all other visitors to the site or members of the public

adjacent to or within the site under controlled circumstances are safe at all times.

The clients will each be responsible for ensuring that they comply with the Health and Safety at Work Act

2015. The SHE Plan will instigate appropriate H&S management procedures including audits, incident

reporting and actioning, and any corrective action as necessary to ensure the safety of all throughout the

duration of the project.

6.3 PROJECT HAZARDS


The following is a list of typical project hazards which are anticipated to apply to this site, but which are

necessarily limited to this site. They may also be other hazards to be considered.

• Construction plant including mobile cranes, hoists and other heavy civil work machinery;

• Marine Plant and equipment;

• Port and ferry operational vessels, and other commercial and recreational boats;

• Trains and container yard operational equipment including tugs and forklifts;

• Heavy trucks and other road-going vehicles including cars, trailers and campervans;

• Open excavations and confined spaces;

• Underground and overhead services;

• Demolition work;

• Earthworks and retaining walls;

• Contaminated soil;

• Contaminated water;

• Trips, slips and falls;

• Working at heights;

• Working over and under water including marine and river;

• Working in the stormwater culvert and around drainage, and dewatering systems; and,

• Foreign tourists and other unfamiliar public or travellers.

6.4 CONTAMINATED SOIL

The SHE Plan incorporates procedures for working in and around any contaminated or potentially

contaminated soil and/or water produced during remediation of the soil. The procedure for dealing with

contaminated soil is also outlined in Sections 7.4 and 7.5 of this CMP.

Contaminated soil management is required to be implemented as necessary under the National

Environmental Standard for Assessing and Managing Contaminants in Soil to Protect Human Health 2011

(NESCS), and with reference to the Ministry for the Environment (MfE) Contaminated Land Management

Guidelines (CLMG) No. 1 Reporting on Contaminated Sites in New Zealand (MfE 2011b).

7 Environmental Management

7.1 CONSTRUCTION TRAFFIC MANAGEMENT PLAN

The project construction works will temporarily increase the local traffic volumes and affect the associated

local transport network. The effects will vary throughout the project as the workfronts progress and

construction is completed.

Construction traffic will be managed around normal port operations as well as within the construction site

itself. This applies particularly on Lagoon Road including Interislander and StraitNZ Bluebridge ferries,

PMNZ maintenance, cruise vessels, log industry, and other commercial operators along Westshore and in

Shakespeare Bay. Construction traffic to Lagoon Road and Auckland Street will be avoided where possible

to minimise the impact on public and port operations. If operations are anticipated that will or may impact

on port operations or port traffic (particularly on Lagoon Road), consultation with the impacted stakeholders

shall be undertaken to minimise the operational impacts to the greatest extent possible. These operations

must be the exception, not the rule.


Auckland Street will require appropriate traffic management measures to minimise the impact on ‘Waitohi

Picton’s front door’ including the ferry terminal, railway station, Edwin Fox Museum, Waitohi Picton

Aquarium, MDC carpark, Destination Marlborough, i-Site, rental car companies and other local businesses

near the harbour precinct. This is particularly the case during the peak season and public holidays.

The new Dublin Street overbridge and Wairau Rd rail crossing roadworks may need to occur in stages so

as not to impact the main state highway access into Waitohi Picton’s CBD. The road network routes may

need to be altered at various stages of the project, requiring good traffic management and planning

including consultation, notification, and temporary signage, works and barriers to be implemented as

required. Due to the progressive evolution of the project work and changing effects of construction traffic

on the transport network, this will require good liaison and coordination with the local council road and

utilities operators, and local community including residents and businesses of Waitohi Picton.

The Alliance is responsible for finalising a project-specific CTMP [to be updated in final version of this

report] included in Appendix A3 and managing this as a ‘live’ document for the duration of the project

works. The key objectives and aspects of the TMP are as follows:

• Provide details of the construction methodology and programme and the effect on the transport

network;

• Describe the expected construction traffic, volumes, type, routes and requirements; and,

• Identify and implement appropriate measures and controls to manage the traffic during construction,

both within the site and adjacent road network. These measures may include alternative road

rerouting, physical barriers, temporary signage, temporary controls at intersections, speed

restrictions, management of noise, dust and surface water, and restricted periods of construction

operation.

This responsibility includes, but is not necessarily the following:

• Preparation, maintenance and effective management of the CTMP;

• Ensuring that all staff are trained, qualified, and capable of the tasks they are carrying out, adopt

best practice traffic management procedures and measures, are aware of the requirements of the

TMP, and act in accordance with and adhere to the CTMP at all times;

• Regular monitoring of traffic movements and flows to identify any potential adverse effects as early

as possible and instigate corrective measures to improve the traffic management accordingly; and,

• Maintaining a record of all incidents and complaints concerning traffic management, and provide

regular reporting to PMNZ, KiwiRail and key stakeholders, and Marlborough Roads and/or New

Zealand Transport Agency (Waka Kotahi), as appropriate.

7.2 VESSEL NAVIGATION

The project marine construction works have the potential to affect port operations and other commercial

and recreational users of Waitohi Picton Harbour. These effects will vary and may alter the navigable

routes within the harbour at times throughout the project as the workfronts progress and construction is

completed.

The marine-based construction work in and around the operational port area including in Waitohi Picton

Harbour and Shakespeare Bay will involve various waterborne vessels, plant and equipment including

dredges, excavators and pile-driving rigs, barges, tugs, workboats including diveboats, as well as possibly

silt curtains and acoustic bubble curtains. The presence and location of these vessels and equipment will

be temporary and variable either intermittently or sustained for certain periods within each stage of the

project. Meanwhile normal port operations particularly ferry operations, as well as other commercial and

recreational use, are required to be maintained.


Demolition and construction of the marine infrastructure including wharves, temporary tug jetty, and

commercial jetty, will need to be managed around existing normal port operations. The marine construction

works will need to be managed to minimise the impact on normal port operations and use of the harbour.

The sequence of development of the commercial jetties and back-up berth, followed by the primary berth,

whilst maintaining ferry operations and other vessel movements in Waitohi Picton Harbour including West

Shore and Waitohi Picton Marina at all times will require careful consideration and planning. Construction

operations and vessel movements to and from Shakespeare Bay including log and cruise vessels will also

require good planning, navigation, and coordination with the Harbourmaster and other users.

The Alliance is responsible for a Navigational Safety Plan (NSP) [to be appended to the final CMP] for the

duration of the project works (included in Appendix A4). A draft NSP has been prepared which summarises

how PMNZ, the MDC Harbourmaster, Interislander and StraitNZ and other key stakeholders and port users

will collaboratively manage the maritime risks associated with the operation of the port, associated with the

construction and operation of the proposed new berths. This includes details as to the processes and

procedures that are required with respect to any other marine activities being carried out from time to time,

not necessarily as business as usual port activities, and which may impact on navigational management

and safety.

A process will be provided to the Alliance about how the NSP is to be updated during construction stages,

including coordination with the Harbourmaster and other stakeholders.

Key aspects and functions of the NSP are as follows:

• Provide details of the marine construction methodology and programme, and the effect on port and

vessel operations and navigation;

• Describe obligations under the Maritime Transport Act 1994 and the NZ Port & Harbour Marine

Safety Code 2016;

• Describe the expected marine vessels, functions and operations, durations of deployment, and

navigation routes and movements including manoeuvring requirements or constraints;

• Describe how construction methodology will meet the requirements for safe navigation for all port

users at Waitohi Picton;

• Outline the navigational systems to be used, including navigation lights, night and daytime

navigation markers, for all vessels, temporary obstacles, and permanent construction works;

• Outline notification to PMNZ, KiwiRail and the key stakeholders, and other port users and mariners,

including public advertisements, communications, signage and lighting as appropriate. This may

entail management of other commercial and public vessel movements particularly where current

navigation systems and practices are being affected; and,

• Identify appropriate measures and controls to manage the marine construction and other vessels

during construction, both within the site and adjacent port zone and harbour areas. These

measures may include temporary and/or permanent signage, navigation markers and lighting,

speed restrictions, and restricted periods of construction operation.

The Alliance responsibilities include but are not necessarily limited to the following:

• Preparation, maintenance, and effective management of the NSP;

• Ensuring that all staff are trained, qualified, and capable of the tasks they are carrying out, adopt

best practice vessel navigation and management procedures and measures, are aware of the

requirements of the NSP, and act in accordance with and adhere to the NSP at all times;


• Regular monitoring of vessel movements to identify any potential risks as early as possible and

instigate corrective measures to improve the vessel navigation safety accordingly; and,

• Maintaining a record of all incidents and complaints concerning vessel navigation management, and

provide regular reporting to PMNZ and key stakeholders, the Harbourmaster, and other port and

harbour commercial operators and recreational boat clubs, as appropriate.

7.3 COASTAL MARINE AREA MANAGEMENT

The marine infrastructure elements of the project are being carried out in and around the Coastal Marine

Area (CMA). This includes the main ferry terminal and ancillary construction work in Waitohi Picton Harbour

itself, work associated with the Waitohi Awa culvert, and waterborne aspects of associated activities

including marine pile assembly and dredged spoil handling which are proposed to occur on land in

Shakespeare Bay but involves waterborne access between the two. A wetland and ecologically significant

marine site at the head of Shakespeare Bay are listed in the Proposed Marlborough Environment Plan as

having important ecological values. The work has the potential to affect the marine habitat by disturbing the

seabed, shoreline, and water column. The Alliance is responsible to ensure its obligations under the

Biosecurity Act 1993 are met.

The main elements of the work which have the potential to cause effects, include but are not necessarily

limited to:

• Wharf and jetty demolition;

• Wharf and jetty piling and deck construction including temporary works;

• Installation of linkspans, gangways, fenders and bollards;

• Floating pontoon piling and construction;

• Dredging and placement of anti-scour protection layers on the seafloor;

• Dredge spoil removal by barge for unloading, or possibly pumping to land;

• Seawall piling and revetment construction and rock armouring; and,

• Waitohi culvert modifications and any discharges.

The main risks to the marine habitat include:

• Disturbance of the seafloor;

• Mobilisation of silt and suspension in the water column;

• Hydrocarbon and chemical spills;

• Introduction of harmful aquatic organisms;

• Loss of construction materials into the marine environment;

• Potential introduction of biosecurity incursion through import on marine plant; and,

• Noise and vibration.

Key mitigation measures which may be employed as appropriate to manage the effects on the marine

ecology and water quality may include:

• Cleaning of all marine plant, equipment and machinery before use at this site and regular inspection

and cleaning to avoid import or dispersal of invasive marine organisms and thus protect biosecurity;

• Accuracy of dredging to minimise over-dredging;

• Use of appropriate dredging plant and equipment appropriate for the seabed soil types;


• Securing of construction materials in the CMA to prevent loss into the marine environment,

particularly those materials which are prone be blown by the wind and/or could cause entanglement

of marine mammals or fish;

• Visual monitoring of the marine environment including marine mammal observation procedures to

identify the presence of marine mammals in the vicinity before and during piling works;

• Containment and effective dewatering and filtering of dredged spoil in barges or pumped systems;

• Use of silt curtains to help contain sediment plumes;

• Seashore construction work making best use of low tides;

• Accuracy and sensitivity for placement of scour protection layers;

• Use of biodegradable hydraulic oils for all marine plant;

• Use of effective and contained refuelling systems and procedures;

• The adoption of best practice controls to avoid and mitigate potential spills, including having

effective and ready emergency spill management processes;

• Implementation of best practice marine construction management methods, and effective

management processes including regular inspections, audits, monitoring and reporting; and,

• No disturbance of wetland 991 or ecologically significant marine site 4.10 (listed in the Proposed

Marlborough Environment Plan) located at the head of Shakespeare Bay can occur. The ecological

values of these areas must be suitably protected from any discharge into these areas by

appropriate filtering and or diversion of discharges.

This is considered further in the CMA Protection Management Plan (CMAPMP) [to be prepared by the

Alliance and appended to the final CMP] in Appendix A5, which shall be managed and implemented by the

Alliance. The objective of the CMAPMP is to identify the construction processes and equipment proposed

to be used on the project which may have the risk to cause adverse effects, and identify the methods and

techniques, and management procedures and protocols including monitoring and reporting, that will be

implemented to avoid, remedy or mitigate any adverse effects of the construction work on the CMA.

The Alliance’s responsibility includes but is not necessarily limited to the following:

• Preparation, maintenance, and effective management of the CMAPMP;

• Regular monitoring of construction processes and effects including taking measurements as

appropriate;

• Ensuring that all waterborne and associated marine works are being carried out in accordance with

best practice methods, including all loading in/out activities, maintenance and refuelling practices

etc; and,

• Ensuring that all staff are fully aware and sympathetic towards the requirement and need to protect

the marine environment, are trained, qualified, and capable of the tasks they are carrying out, adopt

best practice construction methodologies, and behave in accordance with the objectives of the

CMAPMP and this CMP.

7.4 DEMOLITION AND EARTHWORKS MANAGEMENT

7.4.1 Overview

This section details the operational procedures for the management of demolition materials and earthworks

including contaminated soil and water encountered. It includes control measures designed to eliminate or

minimise the potential for human exposure to contaminated soils and contaminated discharges to the

environment.


The demolition work and earthworks can create debris and dust which can affect air quality, and work along

the foreshore can disturb the seabed and can create sediment plumes in the CMA. Some of these

activities may encounter contaminated soil. Demolition of the marine infrastructure occurs in or adjacent to

the CMA, and demolition of the landside structures occurs amongst stormwater catchment and conveyance

systems, or adjacent to waterways.

Terrestrial soil sampling did not report concentrations of contaminants that exceed an adopted human

health guideline value. However, contaminants have been found above background criteria, which has

implications for disposal.

7.4.2 Soil Conditions

This section summarises the findings from the following reports:

• Waitohi Picton Ferry Precinct Development, Detailed Site Investigation and Marine Sediment

Contamination Investigation (DSI) (WSP, 2020);

• Port Marlborough Ferry Terminal Redevelopment, Picton. Preliminary Site Inspection (PSI) (SEE,

2019); and,

• Picton Ferry Precinct - Geotechnical Concept Report. Project Number: 5-MB97C.01. GCR (WSP,

2020).

i. Geology

The terrestrial geology of the site largely consists of pavements at the ground-surface, overlying fill soils,

with a thickness of 1 m to 5.5 m. The fill soils are underlain by natural soils, consisting of marine and

estuarine deposits.

ii. Hydrology/Hydrogeology

The Waitohi Awa flows south to north along the western side of the southernmost part of the site. The Kent

Street Drain flows from west to east along the south-western part of the Site. The Waitohi Culvert

comprises three box culverts that convey water from the Waitohi Awa via the upstream headworks near

Waitohi Reserve, through the culvert, and discharge it into the harbour basin on the west side of the Edwin

Fox Museum, near the float plane berth.

The GCR indicates that groundwater was encountered between depths of 1.0 m and 3.5 m below ground

level, however, groundwater level is expected to be tidal near the edge of the reclamation.

iii. Preliminary Site Investigation

Sustainable Environmental Engineering Limited undertook a PSI (SEE, 2019) at the site and reported

historical and current HAIL2 activities that are more likely than not to have occurred at the site. Based on

the findings of the PSI (SEE, 2019) a DSI (WSP, 2020) was undertaken.

iv. Soil Quality

Soil analytical laboratory results and comparisons against assessment criteria for soils showing

exceedances are summarised in Table 1 below.

1 Hazard Activities and Industries List


Table 1: Summary of soil results concentrations (mg/kg) compared to adopted criteria.

Analyte

with

exceedan

ce

(mg/kg)

Exceedance Location / Sample depth (m) Concentration

Range of

Exceedances

Assessment

Criteria (mg/kg)

PFT

PP002

- 0.25

PFT

PP004

- 1.2

PFT

PP004

- 1.5

PFT

PP005

- 0.8

PFT

PP006 -

0.25

PFT

PP008 -

1.5

MDC

Cleanfill

Criteria

Backgr

ound

Arsenic 6.7 6.1 6.9 7.9 11 8.8 11* 12 9.9

Copper 33.6 51.3 35.7 41.2 33.2 38.8 51.3* 147 48.1

Lead 25.4 110 34.6 42.3 34.6 22.2 34.6 – 110 92 25.8

Zinc 111 90.5 92.3 118 90.8 98.4 98.4 - 118 260 97.9

**One exceedance. **Exceedances are colour coded to correspond colour assigned to specific criteria.

MDC: Marlborough District Council.

Fill/soil sample analysis did not report concentrations of contaminants that exceed an adopted human

health guideline value.

Elevated concentrations of arsenic, copper, lead and zinc exceeded the expected background

concentrations and TPH and PAH were reported above the screen LOR within fill occurring within the site.

This material does not meet the definition of clean fill although it may be re-used on site; however, if it is

being disposed off-site it must be deposited at a managed-fill site, or a landfill, that is licensed to accept this

material. These materials may not be disposed of, or re-used, outside of the site or licensed landfill, without

an appropriate approval/certification to do so.

7.4.3 Soil Classification

Soil classification is based on adopted guideline values and clean fill criteria. These measures are

presented in detail in the WSP Detailed Site Investigation (DSI) which is attached as Appendix A6.

Due to the scale of the project, and extent of testing carried out to date, the quantities and characteristics of

any contaminated soils are unknown at this time, however if encountered, verification testing will be

required during the works to establish how any contaminated soils are to be handled and disposed of. Due

to the substantial transportation distance from the site to the nearest approved contaminated soil disposal

site near Blenheim, as much as possible of any contaminated soil will be dewatered, blended, and/or mixed

with clean fill to reduce the contaminant levels if possible to enable the soil to be reused as hardfill, or

disposed of at an appropriate facility. Soil does not have to be classified as cleanfill to be reused at the site.

For the purposes of this plan, contaminated soil is soil which contains hazardous substances at a

concentration which could cause an immediate or long-term hazard to human health and/or the

environment. Regarding soil, there are three basic categories of contamination, which require differing

management protocol. The definition of the three categories is provided in the following sub-sections.

i. Clean Fill

Standard assessment of soil for re-use or disposal purposes is based on its classification as contaminated

soil, managed-fill or clean fill. The classifications are defined in the Technical Guidelines for Disposal to

Land (WasteMINZ, 2018). Of interest for this assessment is the definition of clean fill, which is:

“Virgin excavated natural materials (VENM) such as clay, soil and rock that are free of:

• Combustible, putrescible, degradable or leachable components;

• Hazardous substances or materials (such as municipal solid waste) likely to create leachate by

means of biological breakdown;


• Products or materials derived from hazardous waste treatment, stabilisation or disposal practices;

• Materials such as medical and veterinary waste, asbestos, or radioactive substances that may

present a risk to human health if excavated;

• Contaminated soil and other contaminated materials; and

• Liquid waste.

When discharged to the environment, clean fill material will not have a detectable effect relative to the

background.”

In addition to the above, to determine if material excavated can be disposed as clean fill the concentrations

of contaminants of concern need to be below the Marlborough District Council’s (MDC’s) Clean Fill

Guideline values (Landcare Research MDC, Cleanfill, 2013).

ii. Managed Fill

Managed fill comprises:

• Soil containing metal contaminants above regional background concentrations but below human

health risk-based assessment/guideline values;

• Soil containing detectable concentrations of hydrocarbon compounds below risk assessment levels;

• Soil that does not contain hazardous substances or materials in the form of household and industrial

waste, organic waste or asbestos containing material; and,

• Soil that meets the acceptance criteria of an appropriately consented managed fill site.

iii. Contaminated Soil

Contaminated soil in the context of this assessment comprises:

• Soil containing hazardous materials in the form of household and industrial waste, organic waste or

asbestos-containing material;

• Soil with concentrations of hazardous substances present above human health and/or MDC clean

fill criteria values that cannot be accepted at a clean fill/managed-fill site; and,

• Soil with contamination levels above managed-fill waste acceptance criteria.

If contaminated soils are encountered, then all such material shall be disposed off-site to a licensed landfill.

Fill soils occurring on site do not meet the definition of clean fill, however, they may be re-used on site, or

disposed of off-site to a managed-fill or Class 1 landfill. These soils are not to be re-used off-site and have

been classified as managed fill.

Underlying natural soils are considered to be clean fill, and may be re-used on-site, disposed of at clean fill

or an external site. Terrestrial soil/spoil disposal options are represented in Table 2 below. The table does

not include pavement or pavement basecourse.


Table 2: Soil disposal options for development work undertaken in the terrestrial area of the site

Soil Group

Soil Disposal Options

On-site

reuse

Off-site

reuse

Off-site

cleanfill

Off-site

managed-fill

Off-site

solid

waste

landfill

In-situ fill soil (0.0 to approximately

1.0 m bgl – 5.0 m bgl within the

site)

✓ x x ✓ ✓

Natural Soil (underlying in-situ fill

soils) ✓ ✓ ✓ ✓ ✓

7.4.4 Earthworks Management

i. Records

All correspondence with relevant project stakeholders should be recorded and logged. The Alliance shall

maintain a complete record of earthworks undertaken on site. This should include but not be limited to:

• Location of earthworks;

• Type and volume of material excavated;

• Location of temporary stockpiles (if stockpiled);

• Record of sampling undertaken and laboratory results;

• Record of any fill or contaminated material that has been retained on site; and,

• Final disposal locations of materials removed from site, with supporting haulage dockets and

disposal certificates.

Any further validation sampling and testing of soils remaining on site (if required).

ii. Stockpiles

The Alliance is to implement the following protocols for on-site temporary stockpiling of soil/spoil as

appropriate for the soil classification category.

• Stockpile locations will be determined by the Alliance prior to the start of placement;

• Stockpile locations will be constructed in accordance with the Erosion, Sediment and Stormwater

Control Plan (ESCSMP) [to be prepared by the Alliance and appended to this CMP] and this CMP;

• Stockpiles will be maintained to be clean and tidy, with a stable slope;

• Bunds or sediment fences will be constructed or installed in accordance with the ESCSMP around

the edges of the stockpiles to prevent discharge of contaminated stormwater run-off;

• Stockpiles will be inspected at least daily and if required, sprayed with water in sufficient quantity to

prevent dust generation, without causing run-off;

• Where stockpiled material is odorous it will be treated with an odour suppressant to limit the release

of odour off-site; and,

• Liquid levels within bunds/stockpile areas will be monitored and if exceeding more than 10% of the

bund volume will be removed from the site.


iii. Loading & Transportation

The Alliance is to ensure, in all cases:

• Trucks transporting non-clean fill soil/spoil offsite may be covered with impermeable fitted truck

covers if appropriate (depending on the contaminant type, if any, and friability);

• Retention of copies of the necessary disposal operator permits to confirm that the facility can

receive the materials prior to transportation off site;

• Retention of all weighbridge dockets and/or a summary sheets of soil/spoil disposed off-site;

• Any excess soil/spoil on vehicle tyres will be removed before vehicles leave the site;

• Vehicles will be visually inspected by a site representative prior to leaving site to confirm cleanliness

appropriate to exiting the site; and,

• Spillages of soil/spoil during placement in trucks will be cleaned up prior to the truck moving.

iv. Dust & Odour

Dust must be minimised in accordance with GD05 and section 5.2.5 of the Good Practice Guide for

Assessing and Managing Dust (MfE, Dust Management 2016).

Odorous material is unlikely to be discovered during earthworks at the site. However, if significant odorous

material or dust emission issues are encountered, the Alliance will implement appropriate actions such as,

but not limited to, the following:

• Contact the appropriate H&S Manager, and contaminated land consultant and/or regulator

representatives for the project;

• Suspend further disturbance in the area until suitable mitigation measures are put in place;

• Record the discovery including the time, duration, location and cause in the daily report, include

details of remedial actions;

• Limit the duration of soil/refuse/water exposure and handling. Stockpiling is to be avoided where

possible;

• Apply odour suppressant and cover exposed material to suppress odour emissions. Cover material

may include non-odorous soil, hay or odour suppression compounds, such as lime;

• For odours likely to be emitted for prolonged periods, soil bed filters may be utilised;

• Minimise the running of equipment, such as diesel-powered vehicles (trucks, excavators, etc.) when

not in use to minimise exhaust odours;

• Remove excavated odorous or dusty material from site as quickly as possible in covered trucks;

• It may be prudent to excavate for removal in a manner that exposes a small area at a time, allowing

the soil to ventilate, before exposing another small area, and so on; and,

• For odours derived from an accidental discovery of contaminated land, an assessment will need to

be undertaken by the contaminated land consultant to determine further control measures.

7.4.5 Contaminant Hazard Mitigation Procedures

i. Contaminated Dust

Inhalation/ingestion of soil dust can pose a health risk. The Alliance will ensure implementation of the

following dust control measures during disturbance:

• Monitor daily weather forecast for high winds > 20 kph and plan work accordingly;


• Damp down soil surfaces regularly if dust generation is likely;

• Monitor wind speed and direction throughout the work/day;

• Ensure personnel likely to be exposed to dust wear appropriate PPE; and,

• Ensure soil is not tracked beyond the site boundaries by transport vehicles.

ii. Contaminated Water Supply

Inhalation/ingestion of contaminated water spray can pose a health risk. The Alliance will ensure

implementation of the following water spray control measures during remediation:

• Monitor daily weather forecast for high wind events > 20 kph and plan work accordingly;

• Contaminated site water must not be used/re-used on site for any purpose;

• Ensure personnel likely to be exposed to contaminated water spray wear appropriate PPE; and,

• Ensure contaminated water is not discharged beyond the site boundaries.

iii. Personal Hygiene

A key factor in controlling skin contact with contaminated soil is good personal hygiene. The Alliance will

ensure as part of site establishment and induction that all personnel will be educated and informed,

including through placement of site signage, of the importance of:

• Use and care of PPE; and,

• Decontamination procedures when exiting contamination areas.

To ensure the minimisation of skin contact with contaminants, the Alliance will ensure the implementation of

the following control measures during remediation:

• Hand/face washing and, if necessary, showers will be provided on-site adequate for the number of

personnel; and,

• At least one emergency shower/drench will be available on site.

7.4.6 Waitohi Reserve and Other Site Establishment Areas

Waitohi Reserve, near the redevelopment site, is planned to be utilised as the main site administration,

carparking and laydown area. It will not be used for the stored of any contaminated material. The area will

be returned to a Recreational land use following completion of the redevelopment. It is expected that the

top 100 mm of soil containing the turf root system, will be stockpiled and retained at the reserve for future

re-use when the laydown area is decommissioned.

Waitohi Reserve has not been investigated and is a non-verified HAIL site, and the proposed development

in the reserve will not meet the Permitted Activity criteria of the NESCS. A Discretionary Activity Consent

under the NESCS regulation 11, for soil disturbance within Waitohi Reserve has been sought.

A number of other possible site establishment areas generally contained within PMNZ or KiwiRail land are

also proposed to be used for various aspects of the redevelopment project. The Alliance is to apply the

same CMP measures in relation to health and safety and environmental management for Waitohi Reserve

site, and all other temporary site establishment areas, as for the redevelopment site itself.

7.4.7 Imported Fill

If material is to be brought onto site from a certified supplier, then documentation shall be sought to confirm

that the material is clean fill. All imported material shall comply with clean fill criteria.


It is considered that virgin rock or soil sourced from a quarry or excavation into natural materials meets

MDC clean fill criteria. No testing of such materials will be required but proof of the source location must be

obtained and kept on record (e.g. truck dockets).

If material is imported from an uncertified site or supplier, then material of this nature shall be sampled and

tested if it cannot be confirmed that the material originates from a “clean”/ non-HAIL source. Testing shall

as a minimum include:

• Total organic content (TOC) heavy metals (arsenic, cadmium, chromium, Copper, mercury, nickel,

lead and zinc);

• Total petroleum hydrocarbons (TPH);

• Semi-volatile organic compounds (SVOCs) – includes polycyclic aromatic hydrocarbons (PAH) and

organochlorine pesticides (OCP); and,

• Asbestos (presence/absence).

The Alliance should advise the contaminated land specialist in advance to confirm a suitable testing

schedule, which may vary depending on the source of fill. It is recommended that any imported fill material

acquired from outside a quarry or an alternative source is tested at its source prior to transport to the site. If

this cannot be achieved, then the Alliance shall temporarily stockpile the fill on site until test results are

available.

7.4.8 Accidental Discovery of Contamination

Isolated hotspots of contamination may exist which have not been discovered during site investigations.

Evidence of contamination may include:

• Unexpected visual cues (buried refuse, metal objects, building materials or asbestos waste, soil or

water staining/bleaching or discolouration);

• Odours (fuel, sulphurous type odour or sewage); and,

• Oily liquids or ‘rainbow effect’ films on groundwater.

Personnel observing any of the indicators above, must comply with the following steps:

• Immediately cease all works within 10 metres of any part of the discovery, including shutting down

all earth disturbing machinery and stopping earth moving activities;

• Switch off heat/ignition sources and isolate, contain or absorb any contaminant discharge;

• The Alliance is to update the site hazard noticeboard to prevent access to the area by unnecessary

personnel;

• Inform relevant authorities and parties:

o Advise the H&S Manager and MDC.

o The H&S Manager will contact the contaminated land consultant.

• Wait for and enable inspection of the site. The contaminated land consultant, in consultation with

the Alliance, will assess the site. If the assessment concludes confirmation of contamination is

required, the following actions will be implemented:

o Contaminated land consultant is to provide information to the Council

o Control the site: install temporary fencing, temporary cover, silt traps and bunding as

required around the area of potential contamination.


o If safe to do so, small volumes of material may be transferred into covered leak-proof

skips/tanks to minimise contaminated discharges.

o If safe to do, larger volumes will be bunded and secured.

o Collection of potentially contaminated soil/refuse/water for independent analysis.

o Submission of samples for laboratory analysis.

• The contaminated land consultant will assess the results of the laboratory analysis against the

relevant human health and environmental discharge criteria as appropriate and/or required by

consent conditions;

• Grossly contaminated soil, spoil, refuse material or water that requires off-site disposal will be

collected by appropriately licensed hazardous waste handlers and disposed of at facilities

consented to accept the material;

• The Alliance will record the details of the discovery, corrective actions taken and final disposal

carrier and route in a register of additional contaminated material discovered;

• The contaminated land consultant will inform the MDC on the assessment and response; and,

• MDC is to advise the Alliance in writing, when they are satisfied that work within the area can

recommence.

Should asbestos be observed or suspected during the excavation works, all work shall cease and the

Worksafe New Zealand Guidelines for the management and removal of asbestos (3rd Edition) and Health

& Safety at Work (Asbestos) Regulations 2016 will be followed. Any such asbestos works (assessment,

delineation, removal and verification) would be undertaken by a specialist asbestos contractor. This will

include developing an appropriate site-specific asbestos management plan prior to removal of asbestos.

Works can recommence once all asbestos has been removed safely.

7.4.9 Decontamination

Decontamination is required where soil disturbance is proposed in areas of contaminated soil and/or

groundwater or where an accidental discovery of contaminated land has occurred, including within any part

of the designated HAIL site or associated site establishment area which is not part of the HAIL site.

Decontamination of personnel and portable equipment must be carried out to reduce safety, health and

environmental risks and limit the migration of contaminants (from waste material, soil, water, equipment

and PPE) around, and outside, the site. All personnel and equipment (excavators, tipper, shovels, trench

shields, compactor, water-pump) undertaking ground breaking activities or assessment within the

excavated area, must be thoroughly decontaminated before leaving the site.

All personnel need to complete the personal decontamination procedures whenever they stop work

involving the disturbance of contaminated land, i.e. for meal breaks, toilet breaks etc. Decontamination

shall be undertaken immediately in the event of any un-protected body parts coming into direct contact with

any soil and/or groundwater. The work area shall be decontaminated, so far as is reasonably practicable, at

the completion of works within that area. This will consist of removal of all soil and dust from the ground

surface by sweeping, scraping and/or washing down as appropriate, so far as is reasonably practicable.

Decontamination facilities will comprise, as a minimum:

• Facilities for storing and changing PPE;

• Boot wash facilities;

• Hand sanitiser;

• A hand and face wash facility; and,


• Bins for disposal of contaminated gloves and other consumables.

The following steps must be taken for decontamination of all personnel and equipment:

• All equipment, including heavy earthmoving equipment, will be decontaminated before it leaves the

site. This will consist of removal of all soil and dust from parts that have come into contact with

contaminated soil or groundwater; and,

• Wash down water and sediment will be contained within bunds in a specified wash-down area, to

allow collection for treatment and / or disposal to sewer with Marlborough District Council’s

permission or tanked off-site for appropriate disposal.

Once all equipment has been decontaminated, all personnel will undergo personal decontamination

comprising:

• Rinsing and/or scrubbing of boots, gloves and other PPE to remove dirt and dust residues;

• Removal of all PPE with disposable items such as gloves and dust mask (if worn) placed in a plastic

bag or drum for waste collection; and,

• Thorough washing of hands and face with soap and water.

7.5 DREDGING MANAGEMENT

7.5.1 Overview

The proposed work includes dredging a zone of seabed in the Coastal Marine Area (CMA) in Waitohi

Picton harbour. It is estimated that approximately 60,000 to 70,000m3 of seafloor sediment and underlying

soils will be dredged for the new ferry berths and associated works. This includes approximately 10 m3 to

be dredged for the temporary tug berth to the northwest of the Waitohi wharf and 8,700 m3 to be dredged

for the commercial jetty to the east of the new #1 jetty.

The marine civil works involve significant dredging which will disturb the seabed and can create sediment

plumes. The dredging occurs within the CMA and the dredged arisings may include contaminated soil.

Seabed soil sampling and testing has identified some contamination in the surface layer of silt on the

seabed, and contaminated soil may also exist in the layers beneath the surface layer however note that no

sampling has yet been carried out in the tug berth or commercial jetty areas. Sampling and testing of

dredged spoil will be required to determine contaminant levels and disposal or reuse options.

This section details the operational procedures for the environmental management of non-clean fill

sediment during marine sediment dredging within the CMA. It includes control measures designed to

eliminate or minimise the potential for human exposure to contaminated sediments or contaminated

discharges to the environment.

This Section covers:

• Dredging and dredged material documentation;

• Marine Sediment Conditions;

• Testing and Conditions for Dredging Sediment;

• Marine Soil Classification;

• Dredging and disposal of marine soil;

• Dredged Sediment Management; and,

• Water quality monitoring and monitoring.


7.5.2 Dredging and Dredged Material Documentation

Sections 7.4 and 7.5 of this CMP cover the environmental management of any contaminated dredged spoil

and will be updated, managed and implemented as necessary by the Alliance. This responsibility includes

but is not necessarily limited to the following:

• Maintenance, management and implementation of this CMP;

• Regular monitoring of demolition, excavation, and earthworks processes;

• Ensuring that all demolition debris, and soil particularly that determined to be contaminated, is kept

contained, stored, processed and reused or disposed of appropriately;

• Managing spoil stockpiles including quantities, grading and extent of contamination as appropriate;

• Implementation of best practice plant and equipment and material handling operations;

• Implementation of appropriate procedures and methods, and effective management processes

including regular inspections, audits, monitoring and reporting; and,

• Ensuring that all staff are fully aware of the requirements in this CMP and the need to protect the

environment, are trained, qualified, and capable of the tasks they are carrying out, adopt best

practice methodologies, and behave in accordance with the objectives of this CMP.

The Alliance will also develop a Dredging Management Plan (DMP) [to be appended to the final CMP –

Appendix A7] in accordance with the criteria contained in Coastal Marine Area Management Plan

(CMAPMP).

The objective of the DMP is to identify the construction processes, plant and equipment, and volumes of

earthworks materials and substances expected to be handled within the project which have a risk of

causing adverse effects on the environment, and identify the methods and techniques, and management

procedures and protocols including monitoring and reporting, that will be implemented in order to avoid,

remedy or mitigate any adverse effects of the construction work on the environment.

Due to the substantial distance from the site to the nearest approved contaminated spoil disposal site near

Blenheim, as much as possible of any contaminated spoil will be dewatered, blended, and/or mixed with

clean fill to reduce the contaminant levels if possible to enable the soil to be reused as hardfill, or disposed

of at an approved cleanfill receival site.

Key mitigation measures which may be expected to be employed as appropriate to manage the effects of

demolition, excavation, and earthworks on the landside, waterways, and marine environment includes but

is not necessarily limited to:

• Containment of earthworks and debris stockpiles;

• Verification testing and monitoring of contaminant levels, and discrete and appropriate management

of the various range of levels of contaminated soils;

• Effective containment, transfer and handling procedures for all spoil including marine dredging

arisings to minimise any spreading or loss of the spoil;

• Effective dewatering and filtering systems and procedures; and,

• Water spraying of earthworks stockpiles, and earthworks construction as required to minimise dust

emissions and adverse effects on air quality.

7.5.3 Marine Sediment Conditions

This section summarises the findings from the following reports:


• Waitohi Picton Ferry Precinct Development, Detailed Site Investigation and Marine Sediment

Contamination Investigation (DSI) (WSP, 2020); and,

• Picton Ferry Precinct - Geotechnical Concept Report. Project Number: 5-MB97C.01. GCR (WSP,

2020).

i. Geology

The geology of the CMA consists of marine sediment from the seabed with thickness varying from 2.3 m –

5.5 m. Underlying the marine and estuarine deposits is alluvial outwash gravel.

ii. Marine Soil Quality

Sediment analytical laboratory results and comparisons against assessment criteria for marine sediments

showing exceedances are summarised in Table 3 below.

Table 3: Summary of sediment results concentrations (mg/kg) compared to adopted criteria

*PAH: polycyclic aromatic hydrocarbons; BaP eq: benzo(a)pyrene equivalent. TPH: total petroleum

Note: all Tube-core samples (PWxx) were obtained between 0.0-0.75m below seabed. Note: brackets

denote below seabed. MDC: Marlborough District Council. DBT: dibutyltin; TBT: tributyltin; PAH: polycyclic

aromatic hydrocarbons; BaP eq: benzo(a)pyrene equivalent. **Exceedances are colour coded to

correspond colour assigned to specific criteria

Sediment sampling and analysis did not detect concentrations of contaminants that exceed adopted human

health guideline values.

Concentrations of mercury in all push-tube samples (0.0-0.75m below seabed) and one borehole sample

(2.35m below seabed) were reported exceeding Australian and New Zealand Environment and

Conservation Council, Australian and New Zealand Fresh and Marine Water Quality Guidelines (ANZECC,

2000) default guideline values (DGV). TBT exceeded the DGV (ANZECC, 2000) in one push-tube sample.

DBT and PAH were also reported above LOR. All analytes were below the High-GV (ANZECC, 2000).

Analyte

with

Exceeda

nce

Exceedance Location / Sample depth (m)

Concentrat

ion Range

of

Exceedanc

es (mg/kg)

Assessment Criteria

(mg/kg)

BH00

7

(2.35

m)

PW0

1

PW0

2

PW0

4

PW0

5

PW0

7

PW0

8

Sedime

nt

Quality

DGV

(ANZE

CC

2000)

MDC

Clean

fill

Criteri

a

Backgrou

nd

Mercury 0.35 0.52 0.5 0.66 0.49 0.56 0.48 0.35 –

0.66 0.15 - -

DBT - 0.00

6

0.02

3

0.00

6 0.01

0.00

9

<LO

R

<LOR –

0.023 LOR

LOR LOR

TBT - <LO

R

0.01

4

<LO

R

0.00

2

0.00

2

<LO

R

<LOR –

0.014 0.009

Total

PAH - 1.32 2.58 0.8 0.99 0.68 0.29

0.29 –

2.58 10

BaP eq - <LO

R 0.3

<LO

R

<LO

R

<LO

R

<LO

R

<LOR –

0.3 LOR


7.5.4 Testing and Assessment of Dredging Sediment

Where required (refer section 7.5.5) the samples will be tested for the following contaminants of concern:

• Heavy metals (arsenic, cadmium, chromium, copper, lead, mercury, nickel and zinc);

• Polycyclic aromatic hydrocarbons and total petroleum hydrocarbons; and,

• Tributyltin and other associated anti-foulants.

Once contaminant concentrations are known and compared to the guideline values in Table 4 below, and

Section 7.4 of this CMP, then the disposal route may be decided. This is to be reported in a brief ‘letter’

report.

Table 4: Basis for Guideline Values Reference Documents for Sediment.

Media Reference

Human Health

Criteria

Background soil concentrations of selected trace elements and organic contaminants in

New Zealand. Envirolink Tools Grant: C09X1402 (Landcare Research, PBC, 2015).

Soil Contaminants Standards (SCS) from the NESCS for arsenic, cadmium, chromium,

copper, lead mercury and benzo(a)pyrene equivalence (BaP Eq).

Guidelines for Assessing and Managing Petroleum Hydrocarbon Contaminated Sites in

New Zealand (MfE, Petroleum Guidelines, 2011d). Tier 1 All Pathway acceptance criteria

based on sandy silt types for TPH, naphthalene and BaP Eq.

National Environment Protection Measure (NEPM) Health Investigation Level (HIL-D),

(NEPM, 2011) for nickel and zinc.

United States Environmental Protection Agency (USEPA): Regional Screening Level (RSL)

Composite Worker Soil Table (TR=1E-06, HQ=0.1) May 2020 (corrected).

Clean fill Criteria Marlborough District Council’s (MDC’s) Clean Fill Guideline values (Landcare Research

MDC, Cleanfill, 2013)

Environmental

Health

Australian and New Zealand Environment and Conservation Council. Australian and New

Zealand Fresh and Marine Water Quality Guidelines. 2000 (ANZECC, 2000). This includes

default guideline values (DGV) and ‘upper’ guideline values. The DGV for mercury is to be

applied as a criterion for clean fill, in addition to the standard MDC Clean Fill Guideline

Values for other metals / metalloids.

7.5.5 Marine Soil Classification

Refer to the ‘Soil Classification’ section 7.4.3 above for descriptions of the sediment soil classification

categories.

Materials down to a depth of 2.5 m below seabed are not considered to be clean fill. Sediments occurring

below a depth of 2.5 m (below seabed) are considered to be clean fill, and these materials may be re-used

on-site or disposed of to a clean fill site.

Due to a data-gap between 0.75 m – 2.5 m (below seabed), further testing, possibly during dredging, may

be undertaken between 0.75 m and 2.5 m in order to classify sediments occurring at these depths. If this is

not undertaken, then sediment to 2.5 m (below seabed) is considered to be non-clean fill.

7.5.6 Dredging and Disposal of Marine Soil

If disposed to land, marine sediment to a depth of 2.5 m (below seabed) may not meet the definition of

cleanfill and must be disposed of to a managed fill site or contaminated landfill site, or be disposed of by

blending or mixing with other soils to form reclamation fill and / or mudcrete.


Dredge spoil materials occurring below 2.5m below sea-bed are considered to be cleanfill and may be used

as cleanfill.

CMA dredged material / spoil disposal and re-use options are represented in Table 5, below.

Testing of dredged sediment spoil may be undertaken to determine if the material may be re-classified for

disposal to clean fill off-site.

Table 5: Spoil disposal options for the development to be undertaken within the CMA

Soil Group

Spoil Disposal Options

On-site reuse (on-

site disposal to

land)

Off-

site

reuse

Off-site

cleanfill

Off-site

managed-fill

Off-site

solid waste

landfill

Sediment to 2.5m* (below

seabed) 🗸 x x

Sediment deeper than

2.5m (below seabed) 🗸 🗸 🗸 🗸 🗸

* Due to a data-gap between 0.75 m – 2.5 m (below seabed), further testing may be undertaken between

0.75 m and 2.5 m to re-classify sediments occurring at these depths. If testing is not undertaken, then all

materials to a depth of 2.5m (below seabed) are considered non-clean fill.

The contaminated sediment material may be blended or mixed to create cleanfill or mudcrete:

• Cleanfill: Contaminated sediment (from the sea-bed to 2.5 m below sea-bed), may be

blended with cleanfill materials to produce materials that can be classified as cleanfill. The

Alliance is to provide a methodology for production of cleanfill using contaminated sediment,

to be certified by the consent authority. The blended material will need to be retested in

batches to confirm compliance with cleanfill criteria. If tests show that the contaminant

concentration is below cleanfill criteria, then these materials may be used as cleanfill.

• Contaminant Concentration Testing of the Blended Materials: The blended materials

are required to meet the standards described in the Ministry for the Environment, Guide to

the Management of Cleanfills, 2002 –‘The Cleanfill Guidelines’. The guidelines specifically

discuss acceptable cleanfill material in Section 4.2 and specifically Dredging Material in

Section 4.4 of that document and the criteria that it would be expected to meet. The Alliance

must provide further detail on how they will meet that specification.

• Creating Mudcrete: Contaminated sediment may be mixed with other materials (including

cement and other soil materials and/or flyash as required) to produce stabilised mudcrete to

be reused on-site. If stabilised mudcrete is used, then leachability tests need to be

undertaken to determine if the contaminants are locked-up in the matrix of the mudcrete.

The Alliance will need to provide the methodology for production and undertake the relevant

testing (leachability) of the cement-stablised material (‘mudcrete’).

7.5.7 Dredged Sediment Management

The dredged spoil will most likely be transported via barge from the dredging site and unloaded at the

barge ramp at the south end of Waimahara Wharf in Shakespeare Bay or at the barge ramp at West Shore,

and then transported for processing in an area adjacent to the log yard. Details and site plans of the

processing area are currently in development.


Dredged material will be unloaded/re-handled and placed within geotextile containers to allow the dredged

materials to be dewatered. The geotextile containers must have suitable permeability to allow the passage

of water but contain the sediment without leak. As a result, the hydraulic compatibility of a geotextile with

the contact sediment is a critical issue and must be considered in geotextile container design. The final

technical specifications for the geotextile dewatering solutions will be updated when the processing area

and DMP plans are finalised.

i. Containment Site – Transportation and Stockpiling

The dredged materials will be transported and stockpiled in a suitable containment and handling site

location, expected to be established adjacent to the log yard in Shakespeare Bay. The exact location and

configuration are yet to be determined. Refer to Sections 7.4 of this CMP for protocols on transportation

and stockpile management. The containment site will be developed to accommodate the required volume

of sediment and may require construction according to geotechnical specifications.

ii. Containment Site – Stormwater and Discharges

The consent holder will ensure that the constructed containment sites / processing areas do not result in

stormwater discharges that are greater than the pre-development stormwater discharge. Stormwater

management is covered in Section 7.6 of this report.

iii. Spill Prevention and Response

The consent holder shall take reasonably practical steps to avoid spillage of dredged sediment. This

includes the following protocol:

• Inspections of the site area, including entry and exit points of the containment sites to identify

whether spillages have occurred. Inspections should occur twice per day during transfer of dredged

sediment; and,

• Any accidental spillage of dredged sediment shall be remediated immediately by removing the

sediment and depositing it within the containment site.

7.5.8 Water Quality Validation and Monitoring

A key aim of the dredging operations is to remove sediment efficiently while limiting environmental impacts,

particularly the generation and distribution of contaminated suspended solids. To minimise sediment re-

suspension and contaminant release, a monitoring system will be established. The monitoring system will

include the following conditions:

• Monitoring will be undertaken prior to dredging to establish expected current and tidal direction and

background turbidity levels in the harbour. This could be supplemented by any existing monitoring

data if available;

• Monitoring will begin, at a minimum, two days prior to dredging and continue during dredging.

Results will be compared at both mid ebb and mid flood tide to the background levels measured to

establish a tidal range of values;

• The monitoring plan will outline turbidity action trigger levels above which dredging will cease;

• Visual monitoring is recommended at the following areas however this will be confirmed with MDC:

o One point up drift from dredging sites (background data).

o Two points down drift from the dredging sites.

• Monitoring will occur at approximately 1 m below water surface and at depth and approximately 1 m

above the seabed; and,

• At completion, a monitoring report will be provided to the MDC.


7.6 EROSION, SEDIMENT CONTROL AND STORMWATER MANAGEMENT

7.6.1 Overview

The landside civil and building works involve trenching and laying of buried infrastructure, open

excavations, piling, earthworks, pavement works, as well as stormwater collection, treatment and

reticulation systems. Dewatering systems as well as temporary stormwater management may be required

during these civil works construction activities. Works within Waitohi Awa bed include construction of a

retaining wall between Dublin Street and Auckland Street.

Erosion and sediment control measures may also be necessary to minimise any adverse effects of

stormwater runoff on the waterways and marine environment. This applies in particular to construction

work beside or near the Waitohi Awa and associated with the Awa culvert, as well as works associated with

demolition of the existing seawall and revetment, and construction of the new seawall.

7.6.2 Erosion, Sediment Control & Stormwater Management Plan

The Alliance will prepare a project-specific Erosion, Sediment Control & Stormwater Management Plan

(ESCSMP) [to be appended to the final CMP – Appendix A8]. The objective of the ESCSMP is to identify

the construction processes, plant and equipment, materials and substances proposed to be used on the

project which have a risk of causing adverse effects on the environment, and identify the methods and

techniques, and management procedures and protocols including monitoring and reporting, that will be

implemented to avoid, remedy or mitigate any adverse effects of the construction work on the environment.

The controls and procedures are to use best practice methods to minimise or avoid erosion and/or

sediment mobilization into the receiving environment, and include works within the bed of Waitohi Awa.

The methods should generally be in accordance with Auckland Regional Council Technical Publication 90:

Erosion and Sediment Control.

Key mitigation measures which may be expected to be employed as appropriate to manage the effects of

erosion, sediment transport and stormwater runoff on the receiving environment may include:

• Containment bunding of stormwater catchment areas within areas of earthworks, to enable

dewatering of any excavated materials, sediment settlement ponds, traps and/or filter systems;

• Silt fences around the toe of any stormwater catchment ponds;

• Sediment curtain or booms to contain sediment released from construction earthworks at the edge

of the waterways or reclamation adjacent to the CMA; and,

• Provision of fish passage for works within the Waitohi Awa.

The Alliance is responsible for managing the works and implement the ESCSMP accordingly. This

responsibility includes but is not necessarily limited to the following:

• Preparation, maintenance, and implementation of the ESCSMP;

• Implementation of best practice earthworks and stormwater management, methods and processes

including regular inspections, audits, monitoring and reporting of stormwater discharge quality at the

site boundary, particularly after any heavy rainfall events;

• Ensuring that all staff are fully aware of the requirements of the ESCSMP and the need to protect

the environment, are trained, qualified, and capable of the tasks they are carrying out, adopt best

practice methodologies, and behave in accordance with the objectives of the ESCSMP and this

CMP;

• In the event of any erosion and sediment management issues or incidents, the Alliance is to take

remedial measures as necessary to rectify the situation as soon as possible, including any

additional temporary works, containment, or filtration measures; and,


• Inform the local authority of any incidents or if erosion or sediment and stormwater control

objectives are not being achieved.

The Alliance is to ensure that all reasonably practicable steps will be taken to keep stormwater and surface

run-off separated from contaminated soil/water associated with earthworks. The Alliance will ensure the

establishment, monitoring and maintenance of stormwater/surface water separation and diversion controls.

The Alliance will eliminate or minimise the potential for clean stormwater/surface water to enter

contaminated soil excavations by ensuring compliance with the stormwater and sediment controls detailed

in the ESCSMP.

The following sections only cover surface water contact with contaminated materials. Methods to minimise

the effects of the project on the quality of surface water and/or stormwater within and adjacent to the works

area will include:

• All ESC measures described in the approved ESCSMP to be installed prior to the start of works;

and,

• Stockpiling of materials will follow the protocols described in Section 7.4 of this CMP.

The ESCSMP may require a bund or sediment fence to be installed on the down-slope margin of the work

area to provide a robust means of intercepting particulate contaminants and preventing discharge to

stormwater. If it is observed that runoff is entering the work area, then a clear water diversion swale shall

be installed to prevent runoff from entering the work area. At the completion of the works, any sediment

collected against the silt fence will be removed off-site to an appropriate facility following analysis to

determine contaminant concentrations.


7.6.3 Contaminated Surface Water Management

This section covers separation and diversion of surface water. Note that in this report, the term surface

water refers to overland stormwater flow. The following summarises the management protocols for surface

water management:

• Surface water is to be diverted away from areas of ground disturbance where contaminated

materials are present. Temporary bunding systems including socks, sandbags etc. shall be

employed as necessary;

• If surface water comes into contact with contaminated materials, it is not to be discharged to the

stormwater system without treatment or prior testing; and,

• If surface water has come into contact with contaminated materials and dewatering is required, the

quality of the effluent generated from the site shall be confirmed prior to discharge, or discharge to

sewer, subject to issue of MDC temporary trade waste permits.

7.6.4 Contaminated Surface Water Control and Discharges

For discharges from dredge spoil dewatering /drying and discharges from stockpiles, and if contaminated

surface water (for example water containing an oil slick, odours, and / or vapours) is observed within

excavations, then the following monitoring and discharge protocol shall be adhered to:

• All water collected will be contained on site (isolated), within a sediment pond or settlement tank(s),

while testing is being undertaken or collected for off-site disposal to an appropriately licensed

facility;

• Water samples will be collected by the contaminated land consultant or other nominated competent

person;

• The sample will be submitted to an IANZ accredited laboratory for analysis. As a minimum, the

sample shall be analysed for dissolved heavy metals and hydrocarbons. Additional analytes may be

required following site inspection. Analysis of sediment pond/tank water may also be as per the

Water Quality Testing (WQT) programme of the ESCSMP.;

• Results will be compared to the Australian and New Zealand Guidelines for Fresh and Marine Water

Quality Guidelines (ANZECC, 2000) Table 3.4.1 ‘Trigger values for toxicants for freshwater (where

available) at the level of protection of 80 per cent of species;

• Failure to meet the requisite standard may require water treatment, sample collection and repeat

analysis of sediment pond/tank water to determine if the water meets discharge criteria (i.e.

flocculent additives, pH adjustment) in accordance with the procedures detailed in ESCSMP, if

required;

• If the results comply with the respective ANZECC criteria, and pending authorisation from the

regulator, discharges to the stormwater network can commence;

• Dependent upon the type of contamination and where the concentrations of contaminants do not

comply with the above criteria, the following contingency measures may apply:

o Collection (for example by tanker trucks) for off-site disposal to an appropriately licensed

facility;

o Discharge to sewer, subject to issue of MDC temporary trade waste permits. However,

diversion to trade waste cannot be assumed to be available.

• If a slick has occurred on site, then it may be possible to skim/absorb the slick off the top or use

floating hydrocarbon absorbent booms/mats and to re-test the residual matter; and,


• Liquid waste disposal dockets will be retained by the Alliance and reported in the validation report.

7.7 HAZARDOUS MATERIALS AND SPILL MANAGEMENT

The landside civil and building works, and marine civil works, involves the use of large land-based and

waterborne plant, equipment and machinery which run on hydrocarbon fossil fuels and contain hydraulic oil,

as well as the use of various construction materials and substances, some of which are hazardous prior to

application.

PMNZ and KiwiRail operate their own spill management and response plans, copies of which are

incorporated in Appendix C of this CMP.

The Alliance is to prepare a project-specific Spill Management & Response Plan (SMRP) as a specific

section of this CMP [to be appended to be final CMP – Appendix A9]. The objective of the SMRP is to

identify the construction processes, plant and equipment, materials and substances proposed to be used

on the project which have a risk of causing adverse effects on the environment, and identify the methods

and techniques, and management procedures and protocols including monitoring and reporting, that will be

implemented to avoid, remedy or mitigate any adverse effects of the construction work on the environment.

Key mitigation measures which may be expected to be employed as appropriate to manage the effects on

the marine ecology and water quality includes but is not necessarily limited to:

• Cleaning and maintenance of all civil and marine plant, equipment and machinery before and at

regular intervals during use at this site, in appropriate bunded areas incorporating oil/grease traps

where possible;

• Use of biodegradable hydraulic oils where practicable, particularly for equipment being used in the

CMA or in and around waterways;

• Secure and effective plant and equipment refuelling systems and storage measures incorporating

secondary containment and/or bunded fuel storage;

• No fuel or hazardous chemicals or material storage in areas over or adjacent to the CMA or

waterways;

• Secure storage and containment of all hazardous substances in locked, ventilated, and bunded

hazardous good containers well clear of vehicle and vessel movements, and above flood or storm

surge risk levels; and,

• Avoidance of spills and having effective and ready emergency spill management processes.

The Alliance is responsible for managing the works and implement the SMRP accordingly. This

responsibility includes but is not necessarily limited to the following:

• Preparation, maintenance, and effective management of the SMRP;

• Regular monitoring of construction equipment, fuel storage facilities and refuelling systems, and

chemical and hazardous substance storage facilities;

• Maintaining a register of all hazardous substances and dangerous goods being stored on site;

• Implementation of best practice plant and equipment maintenance and refuelling procedures and

methods, and effective management processes including regular inspections, audits, monitoring

and reporting;

• Ensuring that all staff are fully aware of the requirements of the SMRP and the need to protect the

environment, are trained, qualified, and capable of the tasks they are carrying out, adopt best

practice methodologies, and behave in accordance with the objectives of the SMRP and this CMP;

and,


• In the event of any spill, the Alliance is to notify Marlborough District Council3 and take appropriate

spill response actions immediately to minimise any impact on the environment.

7.8 NOISE AND VIBRATION MANAGEMENT (INCLUDING MARINE MAMMALS MANAGEMENT)

The Alliance will finalise the Construction Noise and Vibration Management Plan (CNVMP) included in

Appendix A10 [to be appended to final CMP – Appendix 10] to suit the construction methodology and

techniques used on the project. This is based on the draft prepared by Marshall Day Acoustics and on the

PNMP.

The objective of the CNVMP is to identify the construction processes and equipment proposed to be used

on the project which may cause adverse effects, and identify the methods and techniques, and

management procedures and protocols including monitoring and reporting, that will be implemented in

order to avoid, remedy or mitigate any adverse effects of noise or vibration on the environment, including

visitors, residents and recreational users, as well as aquatic species and marine mammals in areas near

the project site.

The main potential adverse effects which need to be managed accordingly include:

• Underwater noise and vibration due to piling and other marine construction work in the Coastal

Marine Area (CMA);

• Airborne noise due to general construction work above water and on land; and,

• Impact and/or vibration noise due to landside civil construction work including impact and/or vibro-

driven piling, earthworks dynamic compaction and/or ground improvement, and rail track ballast

tamping.

Key mitigation measures which may be employed as appropriate to manage the effects of noise and

vibration on the marine ecology including marine mammals include but are not necessarily limited to:

• Visual monitoring of the marine environment including marine mammal observation procedures to

identify the presence of marine mammals in the vicinity before commencing as well as during piling

works;

• Measures to reduce noise transmission into the marine environment;

• Use of ‘soft start’ or ramp-up pile-driving procedures to ward off any marine mammals, in

conjunction with observation monitoring; and,

• Use of appropriate and well-maintained piling equipment incorporating hydraulic or vibratory

hammers for driven piles, or bored piles as appropriate.

7.9 CULTURAL, HERITAGE AND ARCHEAOLOGICAL MANAGEMENT

The project site is of high importance to Te Ātiawa in particular. Where appropriate, construction activities

should recognise Te Ātiawa as mana whenua/mana moana, and their Kaitiakitanga responsibilities by Te

Atiawa being asked to identify an appropriate cultural monitor. The cultural monitor will monitor excavation

and dredging works and assist in identifying the discovery of archaeological sites.

An archaeological authority is required for the works which will set out the archaeological mitigation works

that are required within an Archaeological Management Plan / Site Instructions (AMP/SI) will be prepared

[to be appended to the final CMP – Appendix A11]. The AMP/SI is to be used as the basis for the Alliance

3 24-hour phone line: 03 520 7400

tel:03%20520%207400


to manage any archaeological aspects of the project to suit the construction methodology and techniques

to be used on the project.

The objective of the AMP /SI is to identify areas of potential interest or significance, and management

procedures and protocols including investigations, monitoring and reporting, that will be implemented to

avoid, remedy or mitigate adverse effects of construction work on the potential archaeological heritage and

cultural values of any location within the project site. This includes identification of management controls

and measures to be taken upon investigation, as well as immediately in the case of any accidental

discovery.

The project may include the upgrade of the platform at Picton Railway Station. In the event that this work is

included in the project, a Heritage Effects Assessment has been prepared by WSP for the Picton Railway

Station. This report is included as Appendix A12 and recommends that a Temporary Protection Plan (TPP)

be prepared and approved by a heritage consultant or conservation architect prior to the works taking place

on the platform structure. The objective of the TPP is to manage all risks of damage to the external fabric of

the protected heritage building and platform adjacent to the work areas. The Alliance will prepare this TPP

[to be appended to the final CMP] in the event that works occur to the Railway Station Platform.


Appendix A – Project-Specific Plans and Reports

A1. CONCEPT DESIGN REPORT

A2. SAFETY, HEALTH AND ENVIRONMENTAL PLAN (SHE)

A3. CONSTRUCTION TRAFFIC MANAGEMENT PLAN (CTMP)

A4. NAVIGATIONAL SAFETY PLAN (NSP)

A5. CMA PROTECTION MANAGEMENT PLAN (CMAPMP)

A6. DETAILED SITE INVESTIGATION (DSI)

A7. DREDGING MANAGEMENT PLAN (DMP)

A8. EROSION, SEDIMENT CONTROL & STORMWATER MANAGEMENT PLAN (ESCSMP)

A9. SPILL MANAGEMENT & RESPONSE PLAN (SMRP)

A10. CONSTRUCTION NOISE & VIBRATION MANAGEMENT PLAN (CNVMP)

A11. ARCHAEOLOGICAL MANAGEMENT PLAN / SITE INSTRUCTIONS (AMP/SI)

A12. HERITAGE EFFECTS ASSESSMENT – WAITOHI PICTON RAILWAY STATION


Appendix B – Resource Consents

B1. EXISTING RESOURCE CONSENTS [TO BE ADDED TO FINAL VERSION OF CMP]

B2. NEW RESOURCE CONSENTS (REFER TO RC APPLICATION)


Appendix C – Other Documents

PMNZ

- Port Risk & Compliance

- Port Rules & Safety Guidelines

- Health & Safety Management Plan V1

KIWIRAIL

- Picton Terminals Site Safety Plan V4 Mar’19

- Local Operating Procedures – Picton Terminal Area

- Spill Resources Plan V1 Feb’20

- Picton Site Environmental Management Plan V1 Feb’20

- Picton Hazard Summary Plan Feb’20

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