CRL – taking Auckland places
ATEED Regional Networking Day
24 May 2016
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PROJECT BACKGROUND
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STATE OF PROGRESS
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PROGRAMME
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ENABLING WORKS
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Auckland in 2041
Auckland is pivotal to the social, economic and cultural development of New
Zealand
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More than 700,000 new
residents
An extra 400,000
dwellings
Twice as many city centre
and city fringe residents
and employees
City Centre student
numbers up by 30%
City centre producing 25%
of Auckland’s GDP currently 17%
2,500,000
2,000,000
1,500,000
Growth to
2041
1,000,000
500,000
729,000
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Auckland
Christchurch Wellington
Waikato
Bay of Plenty
Otago
Growth in
Auckland to
2041
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Auckland’s economy
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Auckland employment composition
12%
24%
23%
23%
18%
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Advanced business
services, finance and
insurance
Government, health
and education
Wholesaling and
retailing
Other
Auckland accounts for 34% of jobs in NZ and most are in the urban areas
Auckland region generates 37% of NZ’s GDP
Wellington, Hamilton and Tauranga combined, account for 13% of jobs
Transport is critical to shape urban form and lead economic development in cities
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The CRL has multiple roles
The case for the CRL has multiple dimensions
• Economic
• Integrated land-use
• Environmental imperatives
• Transport for Auckland’s growth
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CRL animation
Development opportunities
CRL - Driving Auckland Development
“The CRL is the foremost transformational project in the
next decade. It creates the most significant place
shaping opportunity” – Auckland Plan
“Auckland’s central business district
needs 18 more PWC Towers, 18
Metropolis buildings and 18 shopping
centres by 2031” – Alan McMahon national director
of research and consulting at Colliers International
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Albert Street growth - 170Ksq metres and growing
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Rail patronage growth - 22% a year
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Auckland Rapid Transit Network
Today
2025
2045
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CRL route
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Vertical alignment
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Engineering challenges
• Multi-disciplinary integration – civil, architecture, building
services railway systems
• Geotech – below sea level and reclaimed land in city with
basalt at Mt Eden
• CBD environment – stakeholders, businesses, residents,
workers
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Sustainability objectives
• Piloting an IS rating tool on the
enabling works
• Targeting an “excellent” rating
• Working with Manawhenua to
embed cultural values in the
rating tool
• Striving for zero waste to
landfill during construction
• Minimise use of materials
energy and water
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CRL will unlock rail capacity with more frequent PT citywide
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Auckland wide benefits
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STATE OF PROGRESS
Property acquisition
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Majority of the 68 surface properties acquired
About $90m spent on property
Sub surface negotiations start next year
CRL portfolio has about 40,000 sqm of property - most commercial
Less than 5% vacancy
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The journey
2011
2012
2013
Endorsed
City Rail
Link as top
transport
Council
project and
directed AT
to seek a
designation.
Strategy and
Finance
Committee
moved that AT
progress the
land acquisition
and technical
requirements.
Project
team
established
Designation
work starts.
Early concept
design
finalised.
Iwi and
landowner
engagement.
City Centre
Future Access
Study released.
AT
2014
2015
Agreed to enter
negotiations with
Precinct
Properties in
relation to the
Downtown
Shopping Centre.
Independent
commissioners
support Notices
of Requirement.
Agreement
reached with
Precinct.
LTP budget
funds early
works
Notices of
Requirement
notified.
Public
consultation and
hearing.
Principal Technical
Advisor appointed.
Property
purchases start.
One appeal at
Environment
Notices of
Court.
Requirement
Two JVs
recommendation
appointed for
decision and
detailed
appeals.
design. Work
Design
started
progresses.
December
2015
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NoR Designation confirmed April 2014; 1 appeal resolved in
the Environment Court, 5 resolved through negotiation.
About 70 properties being purchased, 64 to date; subterranean
purchases to start later this year; about 30,000 sq m of
property under active management.
Enabling Works CLG formed February 2015, now meeting
regularly; CLGs formed for Aotea, Karangape and Mt Eden
station areas.
Enabling works construction contracts awarded and regional
consents approved; pipejacking consents approved; Britomart
NoR hearing held.
Consent conditions
• Almost 70 pages of NoR conditions
• Separate pipejack conditions
• Separate regional consent conditions
• Pre construction and construction
conditions
• Construction and Environmental
Management Plan
• 26 Delivery Work Plans
• Communication and Consultation Plan
• Community Liaison Groups
• Manawhenua Forum meets monthly
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Britomart Station – redeveloped design
• A modern station
interchange within a
heritage building
• Integrating Mana whenua
narratives into the design
• Planning for future growth
• Future-proofing for oversite development
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Aotea Station – design concept
• Planning for
future growth
• Futureproofing for
over-site
development
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Karangahape Station – design concept
• Catalyst for urban
development
• Future proofed for
possible
development above
the Mercury Lane
entrance.
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Mt Eden Station – redeveloped design concept
Catalyst for urban development
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Lower Queen St - public space design concept
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Mid-Albert Street – design concept
Before – 4 traffic lanes, poor
pedestrian amenity
After – 2 traffic lanes, bus priority
lanes, good pedestrian amenity
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PROGRAMME
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CRL Programme
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Draft start dates
2015
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2016
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2017
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Contract 1
Queen
Street
Britomart
Temp
Accom
CPO (Civil
Works)
Contract 2
Downtown DSC
Pipe jack
Albert St cut
and cover
- Lower Queen Street Works begin
- Tyler & Galway St (access change, buses
removed & reversing Tyler)
- Interim bus plan operational
- Lower Queen Street buses removed
- Underpinning of CPO begins
Demolition & rebuild
begins
Victoria St (east/west constraint)
Lower Albert St (partially closed to through traffic)
Albert St (Victoria to Custom) service lanes only)
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C1 and C2 Contracts
C1 and C2 construction areas
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Britomart Station – temporary facilities
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Next steps
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Complete reference design for main works
Complete procurement strategy development
Contract tender documentation
ROI and tender call
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Questions?
Transport - Conclusions
• There is an established way of approach transport
appraisal based on straight line growth forecasts and
values of time with fixed population and employment
patterns, but it is not clear that it reflects what actually
happens
• In reality transport drives land use patterns just as
much as land use drives transport demand
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