The New Zealand government has announced an ambitious NZ$45 billion plan to build two road tunnels and a light rail tunnel in Auckland’s Waitemata Harbour.
The plan includes two new 5-6 km long, three-lane road tunnels, one in each direction, between the Auckland Central Motorway interchange and Akolanga on the North Shore. A separate 21 km long light rail tunnel is also part of the plan, connecting to the existing Auckland light rail corridor from Wynyard to Albany. It will stop at Belmont, Takapuna, Smales Farm, Glenfield, North Harbour, and Albany West stations.
The proposed second Auckland Harbour crossing involves constructing two new three-lane road tunnels under Waitemata Harbour, one in each direction, and a separate light rail tunnel connecting to the existing Auckland light rail corridor. The plan also includes the construction of a new 6.3 km dedicated bus lane on the Northern Bus Lane between Akoranga and Auckland city centre, and the reallocation of space from the existing Auckland Harbour Bridge for the Northern Bus Lane.
Pedestrian and bike paths from Westhaven to Constellation, including the reallocation of one lane of the Auckland Harbour Bridge to a bike lane, are also included in the plan.
New Zealand Transport Agency Waka Kotahi stated that the total cost of the entire project will be between NZ$35 billion and NZ$45 billion. The two road tunnels are projected to cost between NZ$1.2 billion and NZ$15 billion, while the first section of the rail tunnel from Takapuna to the CBD will cost NZ$11 billion, and construction from Takapuna to Albany will cost an additional NZ$16 billion.
Construction is scheduled to begin in 2029.
The plan also includes raising the capacity of State Highway 1 between the existing Harbour Bridge and Akolanga to mitigate flooding and sea-level rise, potentially using tunnel materials.
The dual road tunnels will not rely on the light rail tunnel. Waka Kotahi will consider a phased approach to the road tunnels, including whether to build them simultaneously or separately. In either case, each phase will create additional bus lanes, driving, cycling, and pedestrian capacity.
Construction of the rail tunnel is not expected to begin until the first of the two road tunnels is completed at the earliest.
Transport Minister David Parker stated that the government is directing Waka Kotahi to expedite work on protecting the route and acquiring land along the emerging preferred corridor.
Parker said, “In my view, one of the problems with Auckland’s transport planning is too much uncertainty. All the harbour crossings are located in the same area south of the bridge, near Victoria Park. This is the anchor point for everything.”
“I am very clear that the new tunnel, the Auckland Harbour Bridge, SH1 (south and north), SH16 (to the port and west), the city rail line, the northern bus lane, the much-needed northwest bus lane, and any light rail options should now be secured.”
“Most of the land is already nationalized. Securing the remaining land is important for all future options. The draft government transport policy statement to be released in the coming weeks will prioritize and fund this.”
“Waka Kotahi will also report to the Cabinet next year on a detailed plan for the phased implementation of the cross-harbour project and the funding for it.” “For a project of this scale, we need to remain open to financing options. We are seeking advice from Waka Kotahi on this matter.”
Prime Minister Chris Hipkins said on Sunday (August 6), “This is a bold plan for Auckland’s future, providing a modern transport network connecting all parts of the city. Reducing congestion requires improving roads and public transport, giving the public more options.”
“Under this proposal, the network will be interconnected, allowing Aucklanders to travel by public transport from north to south, east to west – freeing up space for those who want to drive, including the existing Harbour Bridge and new road tunnels.”
“The recent closure of the Harbour Bridge due to wind, and the increasing frequency of flooding on the approach roads north of the bridge, demonstrate the city’s vulnerability to disruption. These new tunnels reduce reliance on the Harbour Bridge while creating faster new options for getting in and out of the city, thus making the city’s transport network future-proof.”
“In 1959, we had the capacity to build the Harbour Bridge when Auckland’s population was only 430,000, so we have the capacity to build a second bridge, providing modern transport for the city’s residents and millions of visitors each year.”