Projects at the Port
As the Lyttelton Port Recovery Plan gets underway we will update the latest developments here.
Recording and preserving our Port’s history
Norwich Quay administration building site development
The building has been demolished and the area resurfaced
The former LPC administration building on the corner of Norwich Quay and Dublin Street suffered structural damage in the 2010/11 earthquakes.
The building has been removed and the area has been resurfaced.
LPC maintenance facilities will be established on site later this year.
Our head office will be rebuilt on Port land near the Container Terminal. This will allow most staff to work from one building and have a better working environment.
We are working with the Christchurch City Council on developing the best overall option for Christchurch and Canterbury tourism. LPC is committed to a collaborative process with stakeholders.
New Oil Berth construction - starts 2017
Dry Dock - new pumphouse
LPC is investing in a new pump house for the Dry Dock. Our Dry Dock is the only one in the South Island and is one of only two in New Zealand.
It was opened in January 1883 and is still regularly used by a wide variety of vessels. Electric pumps take three hours to pump the dock dry.
Te Ana Marina Development
TE ANA MARINA
Lyttelton Port of Christchurch (LPC) will develop a new marina at the inner harbour pile moorings site in Lyttelton Harbour. Development of the marina will create an engaging and vibrant waterfront with public access and connectivity between Lyttelton, the inner harbour and the recreational areas at Naval Point.
The new marina is the first stage of a wider regeneration plan to improve public access and amenities in the inner harbour area.
Te Ana will feature Christchurch’s only floating berth marina, complete with walk on access. On completion of Stages 1 and 2 it will feature up to 200 floating berths with lengths of 10m or more, providing shelter for yachts and powerboats. All berths will be supplied with water and power services and supported landside with carparks, lighting, security, a new marina office and washroom facilities.
We have used the name Dampier Bay when referring to the existing inner harbour pile moorings and landside area. Working closely with Te Hapū o Ngāti Wheke Rūnanga, we had the opportunity to rename the area to reflect iwi cultural values.
The area is to be formally renamed Te Ana, reflecting the significance of Te Ana o Huikai, a cultural site closely associated with Dampier Bay. Te Ana o Huikai was traditionally known as a sheltered rest area for safe anchorage, with bountiful fish and shell fisheries.
The new marina will be called Te Ana Marina. To get further information about Te Ana Marina and to express interest in licensing a berth please visit
This development is part of the Port Lyttelton Plan – a redevelopment strategy produced for the community following the Canterbury earthquakes. During community consultation, LPC received a strong message from local residents that they supported development in Dampier Bay and wanted safe access to the waterfront. The marina will breathe new life back into Lyttelton’s west side waterfront and meet the needs of Canterbury’s boating community.
This project is a significant milestone for the Port and wider community
We have started communications with current berth holders in the inner harbour moorings and will inform the local community of our plans.
Total Marine Services (TMS), a specialist marine contracting company based in Auckland and the Bay of Islands to build the marina, won a competitive process to design the new marina.
In the first stage of Te Ana’s redevelopment, the existing inner harbour pile moorings will be removed and a new modern floating marina will be built. The initial development will provide in excess of 130 berths. A promenade linking the marina to the Lyttelton town centre, via existing access ways, will be developed, along with a walk way to the marina from Voelas Road. Associated landside infrastructure such as parking, a marina office, washrooms and other facilities will be progressively completed through 2017 and early 2018.
Stage 2 will see the marina expanded and development of the landside area to provide an accessible and attractive commercial precinct. This subsequent development will be subject to commercial demand and port operations.
We are aware that we must carefully manage noise during the building of the marina and strict environmental control measures will be enforced and communicated to the community.
Regular updates will be communicated prior to construction activity commencing on site in the first half of 2017.
“A modern marina capable of accommodating more of Canterbury’s recreational boating community is well overdue. Public feedback gained during consultation for the Port Lyttelton Plan indicated a strong desire for a more attractive and accessible waterfront. Te Ana Marina is LPC’s first step towards regenerating the inner harbour as a vibrant community-focused destination, with direct connections to the Lyttelton township,”
– Lyttelton Port of Christchurch (LPC) Chief Executive Peter Davie.
How will berths be allocated?
A Registration of Interest (ROI) document with indicative prices, terms and conditions will be sent to current inner harbour mooring berth holders in October. Current berth holders will have first priority in securing a licence in the new marina at commercial rates. For existing berth holders who sign up to a new license agreement and pay a deposit their boat will be accommodated in the existing pile moorings while the new marina is being built.
People who are not existing licensed berth holders can apply for a licence for a new berth, and if oversubscribed, a ballot system may take place. LPC will assist berth holders where possible to identify alternative mooring options.
Questions and answers
- What is the ownership and operating model for the marina?
LPC will own and operate the marina and associated facilities.
- What land ownership model will be used?
LPC will continue to own all land in the project area.
- Who is building the new marina?
Total Marine Services (TMS), a specialist marine contracting company based in Auckland and the Bay of Islands with over 30 years of experience in the marine industry, won a competitive tender to build the marina.
- What is the target number of marina berths?
On completion of Stages 1 and 2 up to 200 berths with a final number to be determined during the design process.
- Will construction of the marina be noisy?
LPC has successfully worked with the community to reduce noise effects from operational port noise over many years. Effective stakeholder engagement will be a critical part of managing noise during the marina construction. Strict environmental noise control measures will be enforced and communicated to the community.
- Will any of the existing marina’s timber piles be retained?
All existing timber piles will be removed.
- What will happen to the boats currently berthed in the inner harbour pile moorings?
All existing berth holders in the inner harbour pile moorings have first priority. They have first right to berths in the new marina once they are assigned and licenses offered. LPC is working closely with these berth holders to keep them fully informed.
- How much will the new berths be?
Commercial rates will apply in the new marina, with fees being similar to other New Zealand marinas of this size. These berths will be owned and managed by LPC. The facilities will be superior to the current inner harbour pile moorings. A Registration of Interest (ROI) document will be available to anyone interested in leasing a berth in October – it will contain prices, terms and conditions.
- What about current berth holders who can not afford a berth in the new marina?
LPC appreciates for some existing berth holders the closing of the inner harbour pile moorings will be disappointing and they may choose not to license a berth in the new marina. LPC will assist berth holders where possible to identify alternative mooring options.
- How do other people obtain a berth in the new marina?
People who are not existing Dampier Bay inner harbour pile mooring berth holders may need to go into a ballot to secure a berth, if there are not enough berths to meet demand. Registration information is contained within the Registration of Interest (ROI) document.
- How will the public access Te Ana Marina?
Vehicle access for the initial stages of the marina development will be from Godley Quay. Vehicle access from Norwich / Sutton Quay is planned for future development.
- Is the Diamond Harbour Ferry moving to the marina?
The Diamond Harbour Ferry terminal will eventually be relocated from its current location at A and B Jetty to the eastern end of the marina.
- Will planning for the return of cruise ships to Lyttelton Port impact on the new marina?
The planning and execution of the Te Ana development project is independent of the cruise berth project.
For further information
Email firstname.lastname@example.org of ring (03) 328 8198 to join a mailing list to receive further information and regular updates.
The map shows Stage 1 of the new marina to be built at the inner harbour pile moorings in Lyttelton Harbour. The area includes the land below Simeon and Godley Quays between No. 7 Wharf and Lyttelton Engineering.
Jetty 7 - scoping and designing repairs
Work to scope the repairs for Jetty 7 have commenced.
Jetties 4, 5 and 6 - eventual demolition
Jetties 4, 5 and 6 will eventually be demolished.
A demolition trial of some of the piles of Jetty 4 has been undertaken to ensure the best methodology is chosen for extraction of the piles and the demolition of the jetties.
Log yard improvements
These improvements mean better service for port users and customers - as well as a better environment for the local community
A project to reseal the 15,000 square metre log storage area in front of Norwich Quay in Lyttelton was completed in June 2016.
The resealing has provided a fit for purpose all-weather log yard, with reduced dust effects and ensures a high quality of storm water treatment.
New HQ - combined operational and administration building
LPC is developing a new Operational and Administration building inside the Port near the Container Terminal.
Piling and in-ground service installation will begin mid-2016.
This will bring administration and operational staff together in one building for the first time. It is expected that the new head office building will be completed by the end of 2017.
Crane 4 and Crane 5
The new crane works with the other three ship to shore cranes at the Lyttelton Container Terminal to enhance safe, reliable service, turning vessels around in the shortest possible time.
A new $12 million ship to shore gantry crane began operating at LPC in August 2014, supporting faster container transfers and increased productivity.
The Port now has three of its four cranes with twin lifting capability. The new crane, the Liebherr Super Post Panamax ship-to-shore, has the greatest reach, up to 18 containers wide, and greatest lift capacity at 70 tonnes, and can service vessels up to 8,000 TEUs (twenty foot equivalent containers).
It gives the Container Terminal the capability to service two vessels at the same time – instead of only one. It will also allow more cranes to be used on large ships, increasing productivity in container transfer to and from vessels.
The new crane and eight Liebherr straddle carriers are a $26 million investment in infrastructure made by LPC to support enhanced customer service, Port productivity and efficiency.
The new crane is one of the latest models in New Zealand. It was constructed in Ireland by specialist German manufacturer Liebherr, with New Zealand company Rich Rigging completing and assembling it on site at the Lyttelton Container Terminal.
Crane 5 is expected to arrive at LPC early May 2017. Similar to Crane 4 but ‘smarter’, Crane 5 will have a fibre optic connection to the Container Terminal which will help diagnose any faults and is expected to be operational by the end of July 2017
Cashin Quay 2 wharf rebuild
The new Cashin Quay 2 wharf is an important part of the long term plan to ensure we have a thriving port that supports the growing Canterbury economy.
LPC has completed the rebuild of one of Lyttelton Port’s main wharves, Cashin Quay 2.
The 230 metre long wharf was severely damaged during the earthquakes and has been rebuilt to be a stronger, deeper and more resilient structure.
The wharf increases the Container Terminal’s capacity, boosting the number of berths available to container ships and providing increased efficiency.
View highlights from the official opening in February 2016 here
Te Awaparahi Bay Reclamation
The reclamation is a win-win for Christchurch and the Port
The reclamation project, at Te Awaparahi Bay, in the east of the Port, is a sustainable solution for the disposal of clean earthquake-demolition material.
Following the earthquake in February 2011, The Government approved the 10-hectare reclamation at Lyttelton Port using rubble from Christchurch’s earthquake building demolition. This process has given Christchurch a practical way to deal with some of the estimated 8.5 million tonnes of rubble and material from the earthquake. It has saved Christchurch and the wider Canterbury region over $100 million in dumping costs, whilst also expanding Port infrastructure to support forecast growth in containerised cargo.
Space has become particularly critical since the earthquakes and our 10-hectare reclamation will provide critical port infrastructure which is urgently required to support our rebuild programme.
The reclaimed area is progressing well and was over 9.35 hectares (as at February 2016). At a time when the Port has limited paved and hardstand areas, the site is now providing valuable storage space for the new Empty Container Yard.
LPC has in place a robust environmental management plan to ensure the minimisation and mitigation of any environment impacts and to support the ecological health of the harbour.
Rigorous best-practice measures have been put in place, including:
Quality of rubble
Stringent monitoring controls have been established to ensure that only clean fill that meets strict criteria is placed into the reclamation area. Acceptable materials include stone, bricks, tiles, aggregates, concrete and glass.
The rubble is sorted and inspected by demolition experts at the demolition site before it is consigned to the port. As part of our consents LPC has detailed Acceptance Criteria for the material going into the reclamation. The criteria have been issued to all demolition companies and CERA.
On arrival, all trucks are inspected and photographed. Should any loads not meet the Acceptance Criteria they are refused and details provided to Ecan. In accordance with our consents, we keep comprehensive records of all loads received, and the origin of the material and composition, and this information is recorded for each load using new handheld devices.
Containment of debris
The construction methodology ensures minimal disruption of the seabed and thus reduces the possibility of any significant mud waves and associated sediment plumes. We have installed a $220,000 purpose-built containment boom and silt curtain designed in accordance with international best practice.
Monitoring of beaches
We regularly monitor harbour beaches to detect any possible demolition litter that may have escaped our safeguards. Anyone with concerns can contact our Environmental Manager on 027 298 1347.
Port Talk is open on Fridays between 11am and 1pm.
LPC has established an information centre, called Port Talk, in the Lyttelton Township. It’s a place where the community can come and ask questions about the Lyttelton Port Recovery Plan, provide feedback, and get updates about what’s happening at the Port.
Port Talk is on the corner of Oxford and London Street and has an LPC representative present on Fridays between 11am and 1pm.
On Saturday 30 April 2016 between 10.30am and 1pm, The LPC Dampier Bay Design and Project team will be onsite to discuss the development of Dampier Bay.
Jetty 2 and Jetty 3 - repair and upgrade
Necessary wharf repairs and an upgrade on Jetties 2 and 3 is currently underway and is expected to be complete early 2017.
The works require the temporary closure of Oxford Street overbridge and access to the in-shore end of the jetties will be restricted to ensure safety.
More information on the Oxford Street overbridge closure is here.
Upgrading the wharf is important to provide the quality of port services our region needs
To keep pace with international shipping trends for larger, deeper vessels, LPC is proposing to deepen and lengthen the existing Lyttelton Harbour/Whakaraupo shipping channel. This will ensure LPC continues to support our regional and local economy by providing efficient transport solutions for Canterbury’s import and export economy.
Resource consents are required for the channel deepening. These must be applied for and gained before any works can start.
LPC is committed to ensuring the environmental, social and cultural sustainability of Lyttelton Harbour. As part of this commitment LPC will, and looks forward to, engaging with the community.
In September Lyttelton Port Company (LPC) lodged a resource consent application with Environment
Canterbury to undertake a dredging operation to deepen, widen and extend the existing shipping channel in Lyttlelton Harbour/ Whakaraupō. Environment Canterbury has now accepted the consent for processing. The work will allow the port to accommodate the increasingly large ships carrying goods to and from New Zealand. The application also includes dredging associated with
the proposed reclamation at Te Awaparahi Bay and long term maintenance dredging of the deeper channel.
LPC handles billions of dollars of exports annually through the Port and has had a 50% increase in container volumes in the last five years. The Port handles in excess of half the South Island’s container volume, including more than 70% of imports. The proposed dredging project is important for the future viability of the Port and its ability to attract major international shipping lines.
Lyttelton is the gateway for international trade to the South Island.
It is also essential for the large number of companies who use Lyttelton Port to export billions of dollars of goods annually; overseas earnings that are crucial to the Canterbury and wider New Zealand economy.
The proposed work represents an investment of up to $80- to-$120million by LPC in the future of a vital shipping facility within New Zealand’s transport infrastructure.
While LPC is committed to future-proofing the Port to secure Lyttelton’s future as the South Island’s major international trade gateway, the company is committed to the principle that this development will not be at the expense of its environmental responsibilities.
The Port Company has invested more than $3 million engaging a range of expert scientists to investigate the effects the proposed dredging and ongoing maintenance of the new channel might have. These have included specialists in marine ecology, sea birds and marine mammals; sediment, wave and tidal modelling; and water quality monitoring.
LPC requested its resource consent application be publicly notified to allow any person to lodge a
submission. All of the expert reports will be made available as part of the process.
About 50 submissions were received after Environment Canterbury publicly notified our resource consent application in September last year. The hearing will commence in the first two weeks of May. Ultimately the commissioners will asses the merits of consent application at the hearing. They will make their decisions based on the information within our application and supporting expert scientific evidence.
Dredging to create and maintain a shipping navigation channel has occurred in Lyttelton Harbour/Whakaraupo since 1880. The harbour has a natural depth of five to seven metres, but successive dredging over the years has created a shipping channel with a depth of 12.5m. During the last 10 years the size of container ships has virtually doubled. To accommodate these larger vessels LPC is proposing to lengthen the navigation channel by approximately 6.5km, widen it by 20 metres, and increase its depth by five to six metres. The project also includes some dredging in preparation for the proposed reclamation at Te Awaparahi Bay
Approximately 18 million cubic metres of spoil will be removed from the harbour floor in a minimum of two stages. This will be deposited evenly over a 2.5 x 5 kilometre disposal site offshore from Godley Head. A second offshore ground for maintenance disposal is also being established 2.25km off Godley Head. Both sites have been selected for their suitability and low environmental impact. These sites avoid sediment plumes drifting back to the rocky shore.
Protecting the environment
The environmental investigation and monitoring programme implemented will be the most extensive
ever undertaken on a dredge project in New Zealand. A cultural impact assessment to identify and mitigate potential effects of the project on mana whenua values and interests has also been undertaken.
It is anticipated that the environmental impact of the proposal will fall into the following broad categories:
Physical disturbance of the seabed habitat
In terms of the total area of Pegasus Bay, the loss of natural seabed habitat will be minor and is unlikely to have any detrimental impact on the overall ecology of the harbour or the greater bay area.
Changes to wave and current patterns
Modelling carried out to date suggests that changes to wave and current patterns will have minimal impact.
Sediment plumes from dredging activity and disposal of dredging material
Extensive modelling suggests that overall the impact of sediment plumes will be comparatively minor for a variety of reasons including:
- Dredging is already a periodic occurrence in the harbour and has been since 1880. The harbour life has adapted to this. The continued presence of seabirds, fishes and marine mammals suggests that dredging has not been a detrimental activity overall.
- The greater proportion of the plume material will sink to the bottom very quickly and spread only locally.
- Sediment plumes are unlikely to reach, or impact on, the rocky shore.
- The harbour and proposed disposal site are already areas that are naturally turbid (i.e. have a degree of sediment in suspension in the water). The existing ecological communities are acclimated to this.
- Lyttelton Harbour and Pegasus Bay habitat are regularly subjected to high levels of suspended
sediment naturally (from storm waves stirring up sediment and flooded rivers entering the sea). The
existing marine life copes with this.
- Dredge material at the disposal site will temporarily cover ocean floor species, but investigations show recovery is likely to be reasonably quick. Many of the species involved will survive the sediment load, or can move away and return. The nature of the ocean floor at the proposed disposal site is already one of communities of plants and animals evolved to cope with
a shifting, turbid water, high sediment environment.
Special consideration has been given to the presence of endangered Hectors Dolphin in Lyttelton Harbour and Pegasus Bay.
The Cawthron Institute, New Zealand’s largest independent science organisation, has been
commissioned to undertake studies on the impact of the dredging on dolphins. This work is continuing, but at this early stage the science indicates that it is unlikely there will be any significant impact on dolphins or their food sources.
The arrival of any ship into Lyttelton Harbour comes with the risk of the ship bringing unwanted organisms on their hulls or in bilge water etc. This includes the dredge for this work, which is likely to be coming from overseas. A specific Biosecurity Management Plan is being produced to manage any risks.
What LPC has already done or will do
Environmental protection and impact mitigation investigations and proposed action by LPC include:
Mahinga Kai and ecological investigation
Lyttelton Harbour / Whakaraupō, Port Levy/Koukourārata and the surrounding areas have huge significance to mana whenua, in particular for food gathering / mahinga kai.
Marine ecological investigations have been carried out along the coastline and within the harbour to
identify present mahinga kai species and habitats. This will provide a baseline and help us understand the characteristics of the existing ecological communities against which we can measure, and mitigate, any change. LPC is committed to protecting the health and mahinga kai values of Whakaraupō and Koukourārata throughout the project.
LPC is committed to working with mana whenua, the regional and city councils to improve the overall health of Whakaraupō.
Effects on seabed ecologies
We have collected numerous samples of the benthic (aquatic seabed) ecology to enable us to evaluate and mitigate potential short and long term effects of the dredging on these communities. LPC will also monitor the marine ecology along the coast and conduct ecological inventories.
Sediment plume modelling of disposal and dredging
Plume dispersion modelling has been undertaken for 10 years of weather/sea conditions to determine effects on water turbidity (the level of cloudiness of water). To establish a baseline to measure against water quality, sampling and analysis will occur before and during the proposed dredging.
Real time monitoring of water quality
LPC has installed 14 real-time water monitoring buoys throughout Lyttelton Harbour, Port Levy and offshore marine areas to provide continuous live information on water quality.
This is the start of the largest environmental monitoring programme ever undertaken for a dredging project in New Zealand.
These instruments will collect information over a baseline period, including at least one year prior to
dredging, during the proposed dredging, and for a period after completion of dredging. A summary of the data will be sent to a dedicated website every 15 minutes. The website will be publically accessible 24 hours a day once it is up an running.
This monitoring programme is using international-best practice methodology.
Aquaculture (mussel farms)
Studies have been undertaken on effects of sediment disturbance from the proposed dredging on aquaculture sites at northern Banks Peninsula. We will also work closely with mussel farmers.
Effects on coastal processes
Studies have been undertaken to assess if the project will affect the shorelines and beaches. This work has shown the beaches and shorelines are unlikely to be affected, however regular monitoring is proposed which will identify any changes to sandy and rocky beach environments.
Expert reports available to read
The expert reports are available on LPC’s website at www.lpc.co.nz/portdevelopment/projects/dredging/
Consultation with stakeholders
LPC understands that Lyttelton Harbour / Whakaraupō, Port Levy/Koukourārata and the surrounding areas are very important, for many reasons, to the whole community. LPC has worked closely with representatives from the community, iwi, environmental and commercial groups to consult on the proposed project and to seek feedback.
Proposed dredging and disposal
Proposed navigation channel deepening project
- Expert consultation and engagement with key stakeholders such as iwi, industry, environmental and
commercial groups: Commenced 2008 and is ongoing.
- Submission of resource consent application to Environment Canterbury: 28 September 2016.
- Public notification of consent is expected in the coming weeks.
- Hearing will commence in the first two weeks of May.
- Assuming consent with conditions acceptable to all parties, work is expected to commence early 2018 and be completed by end 2018.
Frequently asked questions
- What will be the effects on marine life?
The channel deepening project will not have long-term effects on the marine life. There will be short-term disruptions to the seabed ecology and marine life in the immediate vicinity of the channel and offshore disposal ground during the operational period. These communities are highly resilient to disturbance. Mobile species such as fish are expected to avoid the immediate area during the dredging period and seabed communities will re-establish quickly once channel deepening is complete.
- Can you give an example of how environmental monitoring will occur?
One example is the installation of 14 real-time monitoring stations that will be connected across Lyttelton Harbour/ Te Whakaraupō, Port Levy/Koukourārata and offshore marine areas to ensure LPC has continuous information on water quality.
Continuous assessment of the data, coupled with weather reports and comparison to modelled scenarios, will allow the proposed dredging operations to be constantly managed and adapted to ensure environmental effects are minimised and within anticipated levels.
Access to real-time water quality information at all the locations will be available via a dedicated website.
- Have you undertaken any consultation with Port users and the community?
To date, LPC has worked closely with community representatives, iwi, environmental and commercial
groups to consult on the proposed project and to seek feedback.
LPC is currently requesting feedback from the wider community to ensure all issues and concerns are
considered prior to lodging its resource consent.
Drop in meetings at ‘Port Talk’, the company’s information centre on the corner of London and Oxfords streets in Lyttelton, will be held during the next few months. ‘Port Talk’ is open every Friday from 11am to 1pm.
- What consultation have you undertaken with iwi?
We have had extensive, ongoing consultation with iwi over many years and will continue to do so. We are committed to working in partnership with them to support the harbour’s health.
Lyttelton Harbour/Whakaraupō, Port Levy/Koukourārata and the surrounding areas have huge significance to mana whenua, in particular for mahinga kai. LPC has consulted with mana whenua at all stages of the project to ensure values and interests of the local iwi are taken into consideration and effects on them are minimised.
Marine ecological investigations are being carried out along the coastline and within the harbour to identify present mahinga kai species and habitats. This will provide a baseline and help us understand the characteristics of the existing ecological communities.
- When will the larger ships that need the deeper draught start visiting Lyttelton?
Within the next 3-10 years larger vessels will have up to 10,000 containers. Currently the largest vessels coming into Lyttelton Harbour carry around 4,500 containers.
Container vessels have doubled in size in the last 10 years and are continuing to grow bigger as shipping lines develop vessels that can carry more cargo. That means deeper, longer berths with more capacity will also be needed for LPC to remain competitive.
- Will this be a noisy operation?
The proposed dredging will operate 24 hours a day, seven days per week. It will not be noisy, rather it will look and sounds like the current cargo ships travelling up the channel.
- How does dredging work?
The dredge follows the route of the channel, sucking up the soft sediment from the seabed. Once full, the dredge proceeds to the proposed disposal site and the spoil (sediment) is distributed across the site.
- How much material will be dredged?
Approximately 18 million cubic metres will be dredged to deepen the channel, including some dredging associated with the proposed reclamation. More than half of this will be dredged in the first stage of the works. The dredged material will be transported and deposited evenly over a 2.5 by five kilometres offshore disposal site.
- What experts are you working with?
To date we have engaged the following experts – all their scientific research and reports are on LPC’s website Visit www.lpc.co.nz/port-development/dredging/
- Could the proposed dredging programme change the wave height in the harbour?
LPC is working with leading scientists and their work to date indicates there might be a very minor, barely noticeable change.
- Why have you chosen the spot off Godley Head for the sediment (spoil) disposal ground?
A number of factors were considered when deciding on the location for the proposed spoil dumping ground. The further away the site is from the harbour, the higher the fuel costs to transport the dredged material to the dumping location.
However, the closer the disposal ground to the harbour, the higher the risk of sediment-induced effects on the environment. The chosen location is 3.3 kilometres from Banks Peninsula at its nearest point and achieves a balance between cost-efficiency and minimising potential effects.
The proposed disposal site for the sediment (spoil) from the dredging is 2.5 by 5 kilometres wide and is located approximately 6 kilometres offshore from Godley Head. It is the most cost-effective and efficient location closest to Lyttelton Harbour’s entrance which ensures no sediment drift. The location was arrived at through consultation with a number of technical experts and key
- Why not deposit the sediment from the dredging in the reclamation?
It’s possible we may consider depositing some sediment in the reclamation but there will be far too much to deposit all of it there, so an alternative site had to be considered.
- Why have you moved the maintenance disposal ground to off Godley Head?
This was done due to stakeholder concerns about continued maintenance disposal within the harbour.
The site has been selected for its suitability and low environmental impact. This site avoids sediment plumes drifting back to the rocky shore.