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CRL Notice of Requirement recommended by commissioners

The CRL has been approved by the planning commissioners hearing the notice of requirement. I haven’t had a chance to look through the documents about the decision and won’t fit a little while yet so let me know if there’s anything interesting in them.

 Auckland Transport has today welcomed a unanimous recommendation by independent planning commissioners that the land required to build, operate and maintain the City Rail Link (CRL) be set aside for the project.

The five commissioners, who heard AT’s planning application for the CRL, have recommended that the designation for the land be confirmed, subject to conditions that address issues raised by submitters.

The commissioners say they accepted the CRL would result in significant overall benefits to the people and economy of Auckland. “There was no evidence to challenge the benefits of the project and most submitters in opposition accepted the merits of the project.”

AT Chief Executive, David Warburton, says the recommendation and related conditions would now be considered by Auckland Transport. AT has 30 working days to confirm, amend or withdraw the notices.

There was overwhelming support for the CRL and many of those who submitted in opposition to ensure their particular interests were addressed, also voiced their support for the project.

David Warburton says when a decision is made, all affected landowners and submitters will be informed of the result. Submitters will have 15 working days to appeal the decision to the Environment Court.

The documents are here.

More details on the Elliott Tower

Since it was announced just under two weeks ago there has been a lot of interest in the  proposal to build a massive tower on the empty site that is bounded by Elliott St, Victoria St and Albert St yet there has been very few details released about the building. The tower had previously been consented back in 2007 but the new owner of the site wanted to make some changes. Reader Steve D lodged an OIA request for the new resource consent documents that has just been approved. Those documents provide quite a bit of interesting information, some new images of the building, some good aspects to the building and some not so good ones.

Here are a few new images of what it will look like, there are more in this document.

NDG Centre 1

NDG Centre 2

NDG Centre 3

NDG Centre 4

The good news is that the building will have direct access to the Aotea CRL station and like I suggested in this post, it will be diagonally across the site which will be needed because of the annoying slip lane beside Albert St. It also looks like the building will be accessed off the proposed exit into the Victoria St Linear Park.

NDG Centre CRL LinkIt’s been reported that there will be 300 carparks in the building in six basement levels. that carpark will be accessed from the slip lane off Albert St and gets through the building to the basement on that white box on the right hand side of the image above. What’s more is that number of carparks is actually less than what  was originally consented when the tower proposal which was 481.

The biggest concern is that like the other hotels on Albert St, there will be a large Porte Cochere. When combined with the entrance to the slip lane it’s potentially going to make things quite challenging for pedestrians walking along Albert St. It appears that the plan is to retain the existing footpath on Albert St while also having one through the Porte Cochere. In the image below you can see this and the entrance to the slip lane and carpark.

NDG Centre Porte Cochere

Steve D has also been looking through some of the info and pulled out a couple of interesting/concerning bits like that to minimise the impact of trucks on city streets for the 30 months of construction, it’s expected that most will access the site via the Elliott St shared space. In my opinion this is insane. The current city centre plans call for reducing the width of Victoria St with a linear park. Why not get started on narrowing it down and use the space intended on it for trucks. The linear park could then be constructed at the same time/as the building is nearing completion.

There will also be space for bikes in the carpark along with changing rooms/showers although it appears it will likely be residents only.

This building is definitely going to change the area considerably.

The Future of K Rd and Newton

Do you live near Karangahape Road or Newton or have a strong interest in the area? The local board are holding some ideas evenings to help come up with some plans for the two area which are likely to see significant change after the City Rail Link is built.

K Rd Area plan invite

Newton Area Plan invite

Steven Joyce on the CRL in Parliament

Julie Anne Genter questioned Steven Joyce in Parliament today about the City Rail Link. Perhaps the most laughable comment is when Joyce claims they are speeding up the project, not slowing it down. If they were speeding it up then at the very least they would be looking to have it started at the same time the council is wanting for it to happen.

Massive CBD tower announced

One of the reasons Lens suggestion of a $250 million kick start to the CRL is so interesting is that there are a heap of large private sector projects underway along the cut and cover portion of the route and it there is likely to be a lot of value working in with them as they are being built rather than waiting till they finish construction only to dig up the road in front of them for a few more years.

Today Len Brown has announced one of the biggest of these projects with the news that the Elliott Tower has gained resource consent approval from the council (the previous plan for the site had consent however the new owners have made a few alterations). I had heard that this project had been going on quietly in the background so it’s nice to finally be out in the public..

Plans for New Zealand’s tallest skyscaper, to rise in the heart of Auckland, have been unveiled today.

A $350 million 52-level 209m skyscraper has been announced for a CBD site left vacant since the 1980s when Chase Corporation demolished the Royal International Hotel.

Chinese developer New Development Group is to build the tower, known now as NDG Auckland Centre, on the site of a carpark and bungy jump bounded by Elliot St, Albert St and Victoria St.

Auckland Council has granted resource consent for the giant which will only be dwarfed by the 328m Sky Tower. A building consent is still pending.

And here is the image the herald have. If anyone has a higher quality image of what it will look like then please let me know.

Elliot Tower

This adds to a big list of developments that are being lined up in the CBD and particularly along or very close to the CRL route.

“It’s also an example of the major commercial opportunities created by the City Rail Link project. To date the private sector has confirmed more than a billion dollars of new investments along the proposed route, including Precinct Properties’ downtown retail and office development ($300m+) the NZ International Convention Centre ($400m+) and Elliott Towers ($350m+),” he said.

To add to that there are also two or three apartment towers planned along Albert St including this one and a few more on the same block.

When you think about all of the projects planned, spending $250 million to get infrastructure in place to work in with those buildings at the same time appears a pretty good idea. You also have to wonder if Len has been holding this announcement up his sleeve in case his initial suggestion got turned down (which it did). This will definitely add pressure to the government to support the kick start idea.

Len trying to kick-start the CRL

News today that Len Brown is pushing for an earlier start on part of the CRL.

Auckland Mayor Len Brown is offering $250 million of the city’s money to kick-start the $2.86 billion underground rail project before the Government starts contributing.

He has told Prime Minister John Key his council will pay for an “early works” programme from next year to get the project out of its starting blocks at Britomart and under much of Albert St.

The council, through Auckland Transport, has already spent more than $100 million on property purchases and other route preparation work, and has included $193 million for the “transformational” project in its draft budget for 2014-15.

This is exactly what I have predicted might happen for some time and I first suggested it might have been a good idea back in July last year when it was announced that Precinct Properties were planning to get started on redeveloping the Downtown Shopping Centre and that they would build the section of tunnel under their site at the same time. The reasons the council/AT might want to carry on with the CRL work are simple in that there are a huge amount of public and private sector projects, both announced and unannounced that are currently being worked on. All of them would benefit from the construction of the most disruptive elements of the CRL being completed earlier. It’s the private sector ones that Len is rightly focusing on as they are the ones most likely to get the governments attention.

In his letter to Mr Key, he listed a string of private sector projects likely to be affected by construction of the 3.5km rail link from Britomart to Mt Eden.

They included a $300 million-plus redevelopment of the Downtown shopping centre above the route, and the convention centre which Sky City intends building for the Government in return for being allowed to install extra gambling machines.

Mr Brown said an early start to the rail project would minimise disruption and provide “a more effective and investment-friendly approach to the overall development of Auckland’s CBD”.

Precinct Properties wants to start rebuilding the Downtown centre next year into a possible 41-storey tower. It will co-ordinate foundation work with excavations for a “cut and cover” section of two rail tunnels between Britomart and a new underground station near Aotea Square.

Mr Brown said Aucklanders had shown overwhelming support for the rail project, and the private sector was making investment plans around it.

“We are saying to the Government, there is a big head of wind coming in behind this project from the private sector, and do we want to hold them up while we continue to dally, or do we want to move.”

As mentioned earlier it is more than just Precinct Properties that have plans in motion, many of which aren’t public knowledge yet and I doubt none of the private developers want to have just completed a massive investment and have their gleaming new buildings almost inaccessible due to the CRL construction just getting under way. I wonder how many jobs all of the planned projects would enable and interestingly how much they would contribute towards achieving the government’s condition of a 25% increase in CBD employment to agree to an early start to the project as a whole.

There are also a number of council projects dependant (or at least very much affected) by the need for the CBD parts of the CRL to be completed. These include:

  • Quay St Upgrade – Quay St will probably need to be available to handle Customs St traffic while the tunnel is built under the Customs St/Albert St intersection.
  • Customs St – We’re likely to need a proper bus priority on Customs St but that can’t happen until the CRL tunnel disruption has been completed.
  • Victoria St Linear Park – Again while some parts of it can be built without the CRL, some of the key parts can only happen once the CRL has been built under Victoria St
  • Wellesley St – The Victoria St linear park will reduce Victoria St to one lane each way and so all buses through the middle of the CBD are likely to shift to Wellesley St which will require proper bus priority, probably even a full busway.

There are a number of other potential street upgrades in the CBD that will be on hold they will be needed to help handle the disruption caused by the CRL construction. We know Len really likes focussing on the big projects but the reality is that without the most disruptive elements of the CRL construction being completed then many of the smaller but vital projects to make Auckland a more liveable city simply can’t happen.

So the interesting question is how much will $250 million get us? Well because much of the property acquisition and design has already taken place then it will get us quite a bit really. Here are the project costs from the original business case in 2010 (so they are bound to be slightly different now).


It can be a bit hard to read but the Britomart to Aotea section of cut and cover tunnel is costed at just ~$81 million while the Aotea station itself is costed at ~$138 million, about $220 million all up (not including rails or other fit out costs). It’s these two parts of the project that will be most disruption to the CBD and $250 million would get them out of the way. Here in orange the section that AT have been seeking a surface designation for to allow for the cut and cover tunnels (as opposed to a sub-strata designation where the bored tunnels will be in blue to the upper right hand part of the image).

CRL Cut and Cover section

And here’s how the cut and cover section would be built.

I’m not sure if this would allow for the Aotea Station to be used by trains or not. If it did it might crucially allow for a couple of extra services on the network during peak times giving some crucial extra capacity earlier than planned.

It will be interesting to see how the government responds.

Photo of the day – Reflective

Once the CRL is built the Aotea station will be right under where this photo is taken from

Photo is credited to

2013: A year in review – Part 1

Over the next few days I’ll be doing a series of posts recapping the year before beginning the new year by looking at what we can expect in the year ahead. For me when it comes to transport, 2013 was always going to be a bit of an “in progress” year. By that I mean that a heap of projects (both PT and road) would be advanced throughout the year however there would be nothing major completed that would fundamentally change transport in Auckland – that will change in 2014. For this post, I’m just going to be recapping public transport.



Wires are now a familiar sight across much of the rail network with primarily just the Eastern Line and the inner parts of the Western Line still to be completed however this was originally meant to have been completed by September. Back in May we revealed that the project was running late and is unlikely to be fully completed till March/April with Kiwirail saying it will be all done by the time the first electric trains are running in April. Britomart and the Eastern line are the focus over the Christmas shutdown and as I was in town yesterday I popped into Britomart which was a hive of activity and flashing lights with crews and vehicles working on each track.

Wires about to go up at Britomart

While the case for extending electrification to Pukekohe came out in 2012, the new development that is now expected to occur along the rail corridor thanks to the Unitary Plan is likely to help bring forward the need and justification for it. At the other extreme of the network Auckland Transport announced this year that the Waitakere station would close due to a combination of stubbornly low patronage and high costs to run a diesel shuttle service. The outcomes of two more stations – Westfield and Te Mahia – are still under review after it was suggested they would be closed too.

At Wiri the new state of the art depot to maintain our new electric trains was completed in time for the arrival of the first train.

Electric trains

The first of our new electric trains arrived at the end of August and staff have been busy testing it. Since then it has been joined by three others with more due to arrive soon. The trains are arriving at a rate of two every month till December when they increase to four per month. From my personal experiences of riding on them, I think they’re fantastic and people will be surprised when they first get to try the out next year.


City Rail Link

The City Rail Link perhaps provided the biggest surprise of the year when in June the government suddenly turned around and agreed that it was needed and said they would help fund half of it. This was quite a change from the position they had previously taken, especially their earlier responses including to the City Centre Future Access Study which even Ministry of Transport officials had been a part of. It is believed a large part of the reason the government had such a change of heart was that their polling was showing a lot of unhappiness amongst Aucklanders about the lack of support towards the regions preferred transport and housing solutions.

While the announcement saw the government finally support the project it doesn’t mean they agree with everything about it as the government don’t want to start the project till 2020, roughly the time the council want it finished. They have set some aggressive but potentially achievable targets for starting early. Regardless some parts of the project will actually start next year (or in 2015) following an agreement between the council and Precinct Properties (who now own the Downtown Mall) for part of the tunnel to be built when they redevelop their site. That removed potentially one of the biggest issues from the consenting process which has been proceeding fairly quietly in the background. We should hear the results of that in the new year.

We here at the blog had been getting pretty frustrated with the way the project was being sold by AT (and others). Finally in November we saw a decent effort by AT with this video.

Integrated Ticketing and Fares

Integrated ticketing has one of those projects where if something can go wrong it will, frequently stumbling from one issue to the next with deadlines frequently missed as a result. The project had already been delayed multiple times in the lead up to 2013 and this year showed no sign of that changing with more deadlines missed. This year we were told the roll-out of AT HOP to buses would be completed by the end of the year however issues with the change overs pushed that back again. Birkenhead, Urban express and NZ Bus buses have now all been converted to AT HOP and fingers crossed the rest will be complete within the first few months of 2014. It will mean that for the first time people will be able to get around the city on PT with a single ticket (which is different to a single fare).

While getting integrated ticketing is a good step, integrating fares will be one of the keys to unlocking the system and making it more usable. While it has always been mentioned that integrated fares would come sometime after integrated ticketing, many at AT had previously given off the impression that it was more of a nice to have and there had been no real push. From what I have heard there has be finally been a shift and realisation within AT that integrated fares are desperately needed, especially to support the new bus network and as such work has been going on behind the scenes on this so it should become a reality.

New Bus Network

Early in the year we saw that there was a hugely positive response to the Regional Public Transport Plan of which one of the key features was the new bus network. This enabled AT to go out to the first detailed consultation which was in South Auckland. Once again there was a overwhelmingly positive response to the proposed changes. Auckland Transport deserve a lot of credit for this result as wasn’t just that the new network was good but that AT took their time to explain the reasoning behind it. Despite consultation now being complete in the South, we won’t actually see the changes made till 2015 as AT still need to work though significant issues like contracting with the bus companies. The video below is one AT put together to help accompany the consultation and explained excellently much of what is happening.


Patronage growth was fairly stubborn throughout 2013 after a poor few years partially exaggerated by the Rugby World Cup. However there have finally been signs of improvement in the last few months, especially on the rail network. I suspect we will start to see some decent growth occurring once again in 2014.

Dec 13 Total Patronage


Along with some of the big projects mentioned above, below are some of the other important things that have happened over the year:

Anything major PT wise I’ve missed? Upcoming posts will look at and recap what’s happened with road network, walking/cycling, development/planning and finally the blog itself.

New City Rail Link Video

We have been extremely critical of Auckland Transport for how they have undersold the City Rail Link to the general public through vague statements that suggest things like that services will actually be worse than they are now or will be with electrification. So it’s good to see them starting to take some of that feedback on-board in their latest video to explain the project. A couple of points I really like:

  • That the CRL is described as the heart of the transport system.
  • That it is explained that Britomart is a dead end.
  • That the CRL doubles the number of trains and that we will get really good frequencies as a result.
  • That the CRL greatly increases capacity, especially compared to a motorway lane.
  • That the CRL enables the rail network to be expanded in the future.

While there are probably a few minor points, all up it is a much improved effort from AT so well done.

Project Auckland op-eds

The Herald today has a large amount of op-eds on what is being called Project Auckland which is looking at how Auckland is going to develop and as you would expect, housing and transport features very heavily. Op-eds include

Now I’m not going to comment on every single article but rather some of the general themes within them, although I will pick out a few individual comments that have annoyed me (as I seem to be in a grumpy mood today which is quite unusual).

The really positive thing about all of the pieces is that in general people think the city is heading in the right direction and considering how much has had to be done by the council over the last few years to merge all of the various council plans and policies together. Things could have easily gone quite wrong and so the council staff (from all organisations) and the politicians need to be congratulated for that.

Of course not everything has been plain sailing and there have been (and still are) a number of issues that haven’t been handled ideally. The Unitary Plan is one of those where the lack of clear enough information about what was proposed led to the development of groups like Auckland 2040 that used misinformation and scare tactics to oppose the plan. In the article about the Unitary Plan I wanted to highlight some of the positive comments in relation to it. First from Penny Hulse

“It’s not about cramming in another one million people but having timely infrastructure, so people moving here are not shocked by bad planning. If people don’t arrive as we thought, then the houses won’t get built as fast. That’s life.

“But we can’t let Auckland languish with a housing crisis, and we can’t let shoddy design continue and building take place in the wrong places,” she says. “I’m comfortable where we have got to in the Unitary Plan process, and we can keep building trust about the whole concept of intensification.

“There are huge benefits about being able to walk to the shops and work, and live in a vibrant community. Some people see intensification as frightening but if it’s done well then it can be transformative.”

And from Chief Planning Officer, Roger Blakely

So the traffic problem is resolved within 30 years?

“Yes,” says Blakeley.

“We will have high quality, high frequency rail and bus services. We will have lots of dedicated cycling and walkways. They are more cost- effective than building more roads, and cars are an inefficient way of moving people around the city.

“The city rail link will be finished, and there will be rail to the airport and North Shore (via the second harbour crossing). Bus services will feed into the rail, and the Skypath on the existing harbour bridge will link up the cycling and walking network.

“The 1960s saw cars take over cities around the world with large freeways and parking lots. But the cities lost their human scale,” says Blakeley.

The residential plans are designed to bring a new face to Auckland. “We have to have a flexibility of choice in housing that meets different needs and different budgets. This need is with us now,” Blakeley says.

“Soon there will be more one or two person households than three persons plus – our present housing stock is not geared to meet that need. We need a mix of terraced and town houses, apartments and single houses on a section.”

Hear hear but how we get our transport agencies and the government to understand this is a different story. And this:

“What we noticed in the debate was the generational gap,” Blakeley says. “The older people who went to the meetings organised by Auckland 2040 objected loudly to the intensification.

“But the younger people who were active on social media wanted to live in a more intensified city – they wanted to experience the extra vibrancy that comes with that, including cultural, retail and recreational activity.

“We are talking about international best practice, here,” he says. “Vancouver has done it, and Copenhagen and Vienna are also following the quality, compact city strategy. As the Danish architect Jan Gehl (he’s an adviser to Auckland) said in his book Cities for People, ‘you can’t keep sprawling outwards’.”

Blakeley says “we saw a lot of Nimby (Not In My Backyard) during the Unitary Plan debate. I’m convinced that when more and more people see examples of housing development that embodies flexibility of choice, quality and affordability, they will become comfortable with the idea of intensification.”

He names developments by Hobsonville Land Company at Hobsonville Point and Ockham Investments at Kingsland, Ellerslie and Grey Lynn as examples of future living in Auckland. He says they have a range of sizes and types of housing, ensuring it’s quality at a price people can afford.

“We didn’t get all the intensification we hoped for in the proposed Unitary Plan this time, but it will be reviewed perhaps every five to 10 years, and there will be the opportunity to change the zoning of some areas.”

The generational issue is a serious one. Most of the older people who are objecting to the plan aren’t the ones who will be around in 30 years-time having to live with the outcomes of scaling back the Unitary Plan. We’ve also talked before about how the plan will need to be revisited in the future due to the downscaling that occurred. Once again Auckland 2040 has been allowed to spout a pile of rubbish in the article.

During the Unitary Plan debate, Takapuna neighbours Guy Haddleton and planner Richard Burton formed Auckland 2040 which finished up in an alliance with more than 70 residents’ associations and other groups, including Character Coalition.

Auckland 2040 was opposed to intensification in the suburbs.

Burton says Auckland 2040 “got 70 per cent of what we were after. The rest is detail in the Mixed Housing Suburban zone – that is still very intensive.

“Originally, the draft plan allowed unrestricted apartment building of three or four storeys over 56 per cent of the residential land in Auckland. That has come down to 15 per cent, and from that point of view there’s a degree of rational thinking in the council.

“Their desire is to focus higher intensity development around the town centres and along arterial routes, and I think that’s appropriate.”

Burton is concerned that rules for height to boundary, coverage and yards have been relaxed too much, particularly when they are applied to existing built-in neighbourhoods.

“They will have quite a significant impact – for instance, adjoining rear yards will be one metre each rather than 6 metres and there will be no room for plantings.

A couple of glaring errors in here, first 56% of the residential land in Auckland wasn’t allowed three or four storey apartment buildings, that figure was the amount of land covered by the centres, terraced house and apartment (THAB) zone and the Mixed Housing Zone (MHZ). The MHZ made up the vast majority of that and had a height limit of 8m which is roughly two storeys. Developers would only have been able to go above that with resource consent and even then only to 10m. As a result of the feedback the MHZ was split into two zones Urban (MHU) and Suburban (MHS).

The second major issue is the comment that backyards will be one metre from each other. While the rules for each of the Mixed Housing Zones have a 1m minimum setback on the sides and rear of a house, they also have a requirement for an outdoor living space off the main living area with set conditions i.e. if the living area is on the ground floor there has to be an area with a minimum of 20m² and no dimension less than 4m in length. So while there is technically a minimum of 1m other requirements also need to be taken into account to understand the full picture of what is proposed.

As mentioned the other major theme is transport and as we have come to expect from transport discussion in the city, most of the talk is about how we need to rapidly invest in infrastructure to “catch up”. However as Lester Levy notes, AT also need to improve the way it deals with it’s customer – us the general public.

The other half of the “walnut” essential to making Auckland’s transport system world-class is what I describe as the “software”. This is the mindset and culture within which Auckland Transport needs to deliver a customer-sensitive transport service, which means providing services that are characterised by precision (reliability and punctuality) and responsive service – we and our partners (the providers of our bus, ferry and train services) have much work to do in this area and I have made it my highest priority to finally get this fixed.

The HOP rollout has been dealt with shows we still have a long long way to go on this.

On the infrastructure side though there is a very clear push through quite a number of the pieces about the East-West Link. The project is one that came from obscurity to be ranked one of the most important in the region in The Auckland Plan a few years ago and there has been a strong indication that the council’s support of it was the price to pay for the business community supporting the CRL. It is now being moved well ahead of the CRL in the overall timeline and the government is expected to agree to a funding package for it next year despite there not having even been a business case completed for it yet, let alone a confirmed route – although I’m also hearing that option 4, the route that is the most destructive, most expensive and that has the least benefit for freight is the one that is now the front runner. It makes me wonder if all these mentions of it is part of a concerted effort to soften up the public on the need for it.

I also want to once again highlight one of my biggest bugbears of Auckland Transport underselling the benefits of the CRL.

CRL will mean Britomart becomes a through station, opening the way for 10-minute train services in peak times to Panmure, which in turn will be able to connect with more frequent feeder bus services to suburbs further to the east such as Pakuranga, Howick, Ti Rakau and Botany.

How many times to we have to remind AT that the frequency being talked about in the article is possible in the next year or two and that the CRL allows for double that i.e. 5 minute train services at peak times. It might not sound like that big of a deal but the way people perceive the difference between even 5 and 10 minute services can be quite substantial. The reason AT keep underselling it is they are afraid to promise anything in case they aren’t able to deliver it but they fail to realise that if they keep underselling the project then it risks losing public support.

As I said at the start, the good thing is that we are generally heading in the right direction but we do need some tweaks to get the best outcome.