The Government has ordered a detailed business case for an additional Waitematā Harbour crossing before deciding what form the major Auckland transport project will take.
The work will examine bridge and tunnel options along with funding, financing and delivery models, while a further study of the Meola Reef option could also be commissioned.
The project will now be Crown-led, with an independent Senior Responsible Officer (SRO) reporting directly to the Ministers of Finance, Transport and Auckland, and Cabinet.
“The existing Auckland Harbour Bridge was completed in 1959 and forms part of the busiest corridor of the State Highway network in New Zealand, carrying 170,000 vehicles daily,” Transport Minister Chris Bishop says.
“It underpins almost $1 billion in annual economic activity, with this activity projected to increase to $3.9 billion by 2051.
“But the corridor is currently limited by the performance of the bridge. Weight restrictions already constrain freight and buses, and the lack of dedicated public transport (PT) lanes prevents us making the best use of the Northern Busway, which today carries 40% of all people crossing the bridge,” Bishop says.
“These limitations are only going to become more acute. Major renewals are needed in the coming decades, with extended lane closures. Without an additional crossing in place, the total economic cost of that disruption is estimated at around $4.8 billion.
“That is not an acceptable outcome. We need Auckland – New Zealand’s economic engine room – connected, productive, and set up for growth and prosperity. The case for a new crossing is strong, and we are committed to delivering it.”
Bishop says the crossing is likely to become the largest and most expensive infrastructure project undertaken in New Zealand.
“It is imperative that we get it right because New Zealand’s fiscal position, economic performance, and reputation as a modern, functional, first-world country depends on it.
“Getting this project right means figuring out what we are going to build based on what we’ve found in the ground and under the harbour, not just what works on paper. It means being up front about what we can afford, how we will pay for it, how we will deliver it, and how it will fit into the wider Auckland network. It also means talking to Aucklanders and the Opposition before the Government endorses a preferred option – not after.”
The Government asked NZ Transport Agency (NZTA) in October 2024 to undertake detailed analysis of the highest-performing bridge and tunnel options.
NZTA completed an investment case in May this year, with its board endorsing a tunnel as the preferred option on May 15.
However, Cabinet says further work is required before it selects a preferred crossing.
“Despite the great progress that has been made, more information and work is required before Cabinet can select a preferred option,” Bishop says.
The detailed business case will also consider how the crossing fits with NZTA’s Auckland Motorway Plan, any time-of-use charging scheme and the 30-year Auckland Integrated Transport Plan being developed as part of Auckland’s transport governance reforms.
“Given the scale and complexity of this project, Cabinet has agreed that an independently led DBC is needed. This will allow us to do further work required on funding and financing, and delivery model options.
“It will also allow us to consider the Auckland transport network more broadly including NZTA’s Auckland Motorway Plan, any time-of-use charging scheme, and the 30-year Auckland Integrated Transport Plan to be developed as part of the Auckland Transport governance reforms.”
The Government intends to search internationally for an SRO to lead the process.
“We will look globally to find the right person for this critical role – someone with the expertise and experience to deliver who we will hold to account,” Bishop says.
“Every country that has built a megaproject this size has learned the same lesson: they cost more and take longer than the first estimates suggest. Not necessarily because of the engineering, but because of scale, duration, and the number of approvals and decision-makers involved along the way. That’s a governance problem, and it has a governance solution.
“The Crown is the decisionmaker, it holds the funding levers, and it carries the risk, so we need to be able to direct the project. NZTA has done good work to get us to this point and will remain central to delivery, but it’s Cabinet’s view that the project should directly report to Ministers.”
The SRO will be supported by a steering group including senior representatives from Treasury, NZTA, National Infrastructure Funding and Financing Limited, the Ministry of Cities, Environment, Regions and Transport, independent members and the Auckland Regional Transport Committee board chair.
Meanwhile, Auckland Minister Simon Watts says the Government is prepared to undertake another investigation of a potential crossing at Meola Reef.
“It’s important that we work meaningfully with Auckland and Aucklanders,” Watts says.
“The Mayor of Auckland has expressed a strong view that a corridor solution at Meola Reef is a better idea than NZTA’s proposals. The Meola Reef option has been looked at many times in the past before and discounted as unachievable, but in the spirit of good faith, and recognising the Government’s responsibilities under the Auckland City Deal, Cabinet has agreed to commission a further study into the option, if the Council is interested.
“This study would be commissioned by the WHC project SRO, independent from NZTA. Auckland Council will be invited to contribute to the study’s scoping and procurement, and to fund 50 percent of the cost of the study.”
The Government has also received a market-led proposal from an international consortium offering an alternative construction methodology to upgrade the existing Auckland Harbour Bridge.
“In addition, the Government has also received a Market Led Proposal (MLP) from a reputable international consortium for an innovative construction methodology to upgrade the existing bridge. Officials have recommended that this proposal advance and be integrated as part of the detailed business case phase of work on the WHC project,” Bishop says.
“This is exactly what the MLP process is for. If the private sector has innovative ideas and solutions, we want to consider those. The Government certainly doesn’t have a monopoly on good ideas.”
Bishop says the Government does not intend to select a crossing before establishing its cost, funding arrangements and deliverability.
“Previous governments have gone out and announced what they are going to build before they have done the work required around how much it will cost, how they are going to pay for it, and whether the project is deliverable. This Government does not intend to make the same mistake.
“It is also our intention to consult meaningfully with the Opposition and Aucklanders before endorsing an option. This project will span multiple Parliaments and multiple governments – it is important that all serious political parties buy-in to the process.
“We expect this next phase of work to be completed in 2027. The Government will then consider the DBC, which will include the Meola Reef study and the market-led proposal, before making decisions on a preferred crossing option.
“The actions we’ve announced today are to ensure that the project starts on the best possible footing. As Mayor Brown has said, projects don’t go wrong – they start wrong. I couldn’t agree more, that’s why we are making sure we set this project and, by extension, Auckland up for success.”
