Two new three-lane road tunnels, one in each direction for cars and trucks, and a separate 21km light rail tunnel is the proposed plan for a second Auckland harbour crossing with a multi-billion-dollar price tag to be completed in stages over decades.
The announcement was made on August 6 by prime minister Chris Hipkins and transport minister David Parker with an indicative overall cost for the project between $35 billion to $45b. The preferred option was picked after Waka Kotahi consulted on five scenarios and the transport agency is now expected to report back to Cabinet next year with a detailed plan on project phasing and funding.
The twin road tunnels would not be contingent on the light rail tunnels, with phasing options for the road tunnels to be considered by Waka Kotahi NZ Transport Agency, including whether to build both tunnels at once or separately.
Under any phasing option, the number of lanes available to cars, trucks, public transport, walking and cycling all increase compared to existing infrastructure.
The proposed road tunnels will be each 5-6 km long, at least twice as long as the twin three-lane Waterview Tunnels which are each 2.5km long.
The proposed light rail tunnel will be a separate project to the road tunnels and it will go from Wynyard Quarter, under the harbour east of the Auckland Harbour Bridge, and on to six new stations on the North Shore. This project will also be phased with construction not expected to begin until after at least the first of the two road tunnels is completed.
Hipkins describes the proposal as a “bold plan for Auckland’s future that delivers a modern transport network that will connect all parts of the city”.
“A second harbour crossing is needed as soon as possible, and construction is planned to start by the end of this decade and why we are proposing a phased approach, ensuring additional capacity is achieved after each stage.
“The recent wind-related bridge closures of the Harbour Bridge, and the increasing frequency of flooding on the approaches north of the bridge, illustrate the city’s vulnerability to interruptions.
“These new tunnels future-proof the city’s transport network by reducing reliance on the Harbour Bridge while creating fast new options for getting in and out of the city.
“A project such as this must be delivered in stages, like the Waikato Expressway was, so that the cost and roll-out of each element can be managed carefully and responsibly. The Government has asked the New Zealand Transport Agency – Waka Kotahi to accelerate work on essential first steps towards realising a transport plan of this scale.
“We could afford the Harbour Bridge in 1959, when Auckland’s population was only 430,000, so we can afford a second crossing that will modernise transport for the city’s residents and the millions of people who visit every year,” Hipkins says.
Meanwhile, Parker says extending the Northern Busway with 6.3km of new separated lanes between Akoranga and the city centre is another key element of the preferred option.
“The Northern Busway is among New Zealand’s most successful public transport projects – it has vastly improved the daily commute made by thousands of North Shore residents into the city centre each day. Without it the northern motorway and the bridge would already be completely clogged at peak times.
“The twin-tunnel connection would allow the busway to be extended across dedicated lanes on the Harbour Bridge into the CBD. This is essential to maximising the value of other important investments such as City Rail Link currently under construction.”
Parker says the Government is instructing Waka Kotahi to speed up work to protect the route and acquire land along the emerging preferred option corridors.
The recommended option also includes raising State Highway One north of the Harbour Bridge to protect it from flooding caused by storm surges and sea level rise.
“In my opinion, one of the problems in Auckland transport planning has been too much uncertainty. All harbour crossing options land in the same area south of the bridge, near to Victoria Park. This is the anchor point for everything,” Parker says.
“It is clear to me that the critical connections between the new tunnels, the Auckland Harbour Bridge, SH1 (south and north), SH16 (to the port and to the west), the City Rail Link, the Northern Busway, the much needed North Western busway, and any light rail options should be secured now.
“Much of the land is already owned by the Crown. Securing remaining land is important for all future options. The draft Government Policy Statement of Transport to be released in the coming weeks will prioritise and fund this.
“With a project of this scale we will need to keep an open mind to funding options. We are seeking advice from Waka Kotahi on this,” Parker says.
Opposition reacts
The National Party is hitting out at Labour’s plans for light rail to Auckland’s North Shore as part of the new harbour crossing proposal.
On top of plans still to be confirmed around linking the CBD to the airport, the cost of its light rail plans will double to almost $60 billion, National’s transport spokesperson Simeon Brown says.
“This is yet another desperate announcement by a Labour Government that has failed to deliver one major new transport project in their entire six years in office.
“Labour promised light rail to Mt Roskill by 2021 but has yet to deliver a single metre of track, even after spending more than $140 million on consultants.
“After six years of reports, promises, studies, consultations and announcements, Labour admitted this week it hasn’t even finished a business case for light rail to the airport. Transport minister David Parker has no idea which route it will take.
“Rather than make those decisions, Labour is now promising to extend light rail to the North Shore. Labour has no idea how the plans will be funded, leaving a nearly $60 billion hole in its transport policy,” Brown says.
“When in government, National will look closely at the proposed tunnels across the Waitematā Harbour, as a second harbour crossing is a critical part of Auckland’s future,” he says.
Meanwhile, Green Party transport spokesperson Julie Anne Genter says throwing tens of billions of dollars at another six lanes of traffic is not going to solve Auckland’s congestion problem and is “grossly irresponsible” in the middle of a climate crisis.
“Aucklanders deserve a 21st century transport network with rapid transit connecting people where they want to go, without having to sit around in gridlock on clogged motorways.
“The Government’s preferred approach to the Waitematā crossing shows they’re not serious about climate or congestion. Two new three-lane urban motorway tunnels in a climate crisis is pouring fuel on the fire of an already overheating planet.
“These road tunnels are carbon intensive to build, and they would cost tens of billions of dollars that should instead be invested in low carbon transport options like regional rail.
“At the very least, the Government should have prioritised the light rail first,” Genter says.
