City Rail Link
September 2012
www.aucklandtransport.govt.nz
Presentation Overview Overview of: •
CRL and its role for Auckland
•
Transport and economics
•
Planning process
•
Property
Insert video
A Vision for Auckland A globally competitive city • A thriving economic centre • A lifestyle that attracts and retains top talent • Transport solutions that allow for and shape growth • New Zealand is fifth in OECD for growth and most is in Auckland • New migrants are a key growth factor
Contributing to Plans for Auckland The CRL is the foremost public transportation project in the first decade of Auckland Council’s 30 year Auckland Plan
The CRL is one of Auckland’s key initiatives to reach its transport and economic goals.
Drivers
Auckland’s Population Growth 3.5
• Auckland’s population 2.3m by 2050
Growth to 2051 2006
3.0 Population (millions)
• Two thirds of NZ’s growth in next three decades is forecast to be in Auckland
2.5 2.0 1.5 1.0 0.5 0.0
Rest of New Zealand
Auckland
Network Benefits •
Links the existing network
•
Unlocks Auckland wide network capacity-not a CBD loop
•
Allows more direct city centre access
•
Enables cross city travel without changing trains
•
Provides for future North Shore line to connect at Aotea
Travel Time Savings TRAVEL TIMES TO CITY RAIL LINK STATIONS Travel by Train / Bus (minutes) From
To Before CRL
% Improvement Reduced Travel in Travel Time After CRL Time
New Lynn
Aotea Station
51
23
28
55%
Morningside
Aotea Station
39
14
25
64%
Onehunga
K' Road Station
47
27
20
43%
Manukau Centre
K' Road Station
61
42
19
31%
Newmarket
Aotea Station
27
10
17
63%
Panmure
Newton Station
40
27
13
33%
Route Selection • There have been a number of routes considered since the CRL was first suggested • Identified route based on extensive consideration and evaluation of alternative sites, routes and construction methods • Factors included technical assessments regarding:
₋ ₋ ₋ ₋ ₋ ₋ ₋ ₋ ₋ ₋
feasibility geology gradients network function construction methods environmental impacts engineering risk heritage constraints property
• Land identified is considered necessary based on alignment, station locations and effects assessment
• In recent months the route has been refined to include an inner west interchange to optimise train operations and passenger services
Innovation: Integrated Station Planning
Alignment
• Britomart to Eden Terrace
• 3.5km- mainly underground • Provides for three city centre stations and an interchange
Innovation: Integrated Station Planning
City Centre Stations
Timeline May 2011
•
Government and Auckland Council agree that it makes strategic sense to protect a route
2011/12
•
Auckland Transport undertakes the engineering, technical, planning and legal work required to progress protection of the route
2012
• • •
Auckland Council adopts LTP including CRL funding Land footprint identified Route protection initiated
2013 and beyond
• • •
Planning and property 3 years Construction 5 years Target opening 2020/21
Transport and Auckland’s economy
Transport shapes city development •
• •
Enables access and mobility which supports economic activity and growth
Many cities developed around strategic transport assets – harbours and river crossings, like Auckland and London As transport networks develop urban form follows
Changing Cities •
Manufacturing supported the growth of cities in the 19th and 20th centuries
•
Today they thrive through the concentration and provision of high value added services
•
Over 50% of world’s population live in cities
•
Within countries large cities continue to grow faster than smaller ones despite rising congestion, pollution and other negatives
Cities and Agglomeration •
A concentration of people and economic activity generates higher productivity and higher returns to business and workers
•
The growth of modern cities is an economic response to the self maximising behaviour of firms and workers
•
Modern economies demand knowledge, scale and proximity to assist in the sharing and dissemination of knowledge
Auckland’s Economy •
Auckland employment composition Advanced business services, finance and insurance
12% 24%
Wholesaling and retailing
23%
23% 18%
• •
Government, health and education
Other
Manufacturing
Auckland accounts for 34% of jobs in NZ and most are in the urban areas Wellington, Hamilton and Tauranga combined, account for 13% of jobs
Contribution to employment growth by sector 2000-2010 Per cent of total employment change 2000-2010
80%
60%
40%
20%
0% North
West
Central
South
Region
New Zealand
-20%
-40%
Primary & Manufacturing Advanced services Other services
Basic services Government, Health and Education
Average earnings by sector 2006 Average income by sector 2006
Average income per worker 2006 ($pa)
70000
60000
50000
40000
30000
20000
10000
0 Ag and Mining
Manu
Utils and Const
Whole- Retail- Accom, Tspt & saling ing Cafes & Stge Rest
Fin & Ins
Other Govt, Other Adv Bus Health S’vices Svices & Educ
Total
North ov
G
West Central en
m
B
an d
South Region
es
ta l
To
vi c
se r
n
io
ic es uc at
Ed
er
d
th
O
an
e
g ra nc
su
us in
Se rv
In
de
e
n
ic es
ra
Se rv
eh o
ss
in e
us ea lth
tH
ce d
an
od
W ar
Fo
nd
nc e
la
d
tio
Tr ad
lT
ai
al e
et
R
le s
uc
tr
g
g
tu rin
in
M in
uf ac
d
on s
C
W ho
d
an
an
M an
re
tu
ul
an
na
Fi
ta
os
n
at io
,P
dv
er n
A
rt
sp o
an
Tr
od
cc om m
A
es
ic
gr
iti
til
U
A
Per cent of Regional Average
Average earnings by sector and area 2006 (% of average) 160%
140%
120%
100%
80%
60%
40%
20%
0%
Auckland Agglomeration •
Studies in Auckland show a positive relationship between density, productivity and income
•
The value added per worker is 30-50% higher than other regions and in the city centre is 120-150%
•
About a third of the wage premium relates to the type of job and two thirds to productivity
•
This is similar to London which has GDP per capita 50% above the rest of the UK with inner London having a premium of 140%
•
The city centre is the hub of Auckland’s economy with up to 20,000 employees per square km
• •
City Centre= 425 ha City Fringe= 822ha
Employment density vs earnings Auckland and London
Auckland Region 2001 Employment density and average Employment Density and Average Wages wages: Auckland 60,000
Average Wages ($ pa)
50,000 40,000 30,000 20,000 10,000 0 -2.50
-2.00
-1.50
-1.00
-0.50
0.00
0.50
1.00
Log Employment Density (Jobs/Ha)
1.50
2.00
2.50
3.00
Accessibility and Auckland Employment Density Cities 2001 Accessibility and Employment Density
Density of Employment (Jobs/ha)
35
30
25
20
15
10
5
0 0.1
0.15
0.2
0.25
0.3
0.35
0.4
Accessibility Index
0.45
0.5
0.55
0.6
Transport, Access and Productivity • •
Transport shapes urban form and leads economic development in cities
•
Improved accessibility increases the number of workers available to employers and provides greater employment opportunities – supports specialisation.
•
Higher accessibility into areas of dense employment will support productivity growth
Cities are becoming more specialised around knowledge based activities which become more productive as employment densitiy rises
Notice of Requirement and designation processes
Notice of Requirement We are here
•
Resource Management Act Requirements
•
Auckland Transport is requiring authority and serves NoR
•
Seeking designation in district plan over land needed for CRL
Auckland Council process •
Public notification
•
Submission process
•
Independent commissioners
•
Hearing
Auckland Transport decision
Auckland Council notifies decision to submitters landowners and occupiers
Environment Court appeal rights
MfE graphic
Property
City Rail Link
Property Surface
Subsurface
Total
Commercial
100
55
155
Residential
110
15
125
Total
210
70
280
Owners
•
Surface land required for station access, where tunnels come to surface to join western line and work sites
•
Sub surface land required where tunnels and stations pass below properties
•
Subsurface numbers include 12 body corporates with multiple owners
Basis of Purchase • Starts once the designation is confirmed (from 2013/14) • Acquisition will be based on the compensation provisions of the Public Works Act • Fair market value (ignoring the effect of the public work) • Assessed by independent valuers • Owners reasonable valuation/legal costs reimbursed • Commercial tenants may have compensation entitlement • Subterannean compensation based on before and after assessment
• Compensation generally relates to degree to which the subterranean purchase impacts on surface use
Construction Cut and cover along Albert Street and at Eden Terrace Impacts to be addressed include: • • •
Noise and dust Altered access and traffic patterns Vibration
Tunnelling from Aotea Station to Newton will be with a Tunnel Boring Machine (TBM) - tunnel depths under private property range from 20 to 33 metres
TBM technology reduces impacts such as vibration and ground movement
Subterranean Requirements
The tunnels may pass wholly or partly below individual properties
Development Impacts There are three layers of designation: 1. Green where the CRL has no impact
2. Orange where you will need to discuss your plans with Auckland Transport and obtain approval 3. Red which Auckland Transport will purchase and own where no development is allowed
Summary
Summary •
The City Rail Link (CRL) is central to future city planning and will release the capacity constraint at Britomart
•
It will improve accessibility, enable and shape growth and lift economic performance
•
Auckland Transport is seeking route protection through a designation for the CRL
•
The process allows for public submissions, hearings by independent commissioners and appeals
•
Once a designation is confirmed property negotiations will start on the basis of fair market value determined by registered valuers, ignoring the public work
Questions
Vibration • • • •
Temporary and varying effects related to construction Reduces with distance and the type of material being worked in Conservative effects assessment has been made for the NoR related to the indicative construction methodology and construction durations Preliminary indications from expert reports are that there is no risk of vibration induced building damage and any effects would likely be aesthetic
Settlement • In Auckland, land rises and falls seasonally as groundwater levels vary- often seen as deep cracks in the lawn or doors that stick • The types of buildings encountered along the CRL route are many and varied • Preliminary assessments show vast majority will have negligible damage, cosmetic in nature and non-structural
• Monitoring will be used to confirm assessments of the likelihood of any damage • Settlement and monitoring will be key elements of the resource consent and construction process
• Auckland Transport will repair any settlement damage caused by the CRL
Settlement Monitoring •
• • •
An array of laser measured monitoring points is established before construction commences -some condition surveys undertaken
Monitoring points selected on existing buildings around sites of all work areas Regular readings taken prior, during and after construction completed ‘Traffic light’ system of continuous monitoring to avoid exceeding pre-defined limits
Typical monitoring regime BRITOMART – EXISTING CPO BUILDING
Monitoring equipment recording movement as the works proceed under the building.
Monitoring points fixed to existing walls
Titles
Title changes Natural Ground Level (NGL)
5m below NGL
Innovation: Integrated Station Planning
Cost
Table 1: Cost comparison APB&B vs LTP CRL Cost Comparison showing changes over time ($millions)
Expected Construction Cost Land Gross land purchase Estimated land sales Net Land Total Construction and Land Cost
Additional EMUs Other network optimisation Expected Cost inc additional EMUs and other network improvements
APB&B 2010 APB&B 2012 AC LTP 2012 Expected Cost Expected Cost inflated to (2010 $s) (2012 $s) year of spend 1,861 1,938 2,324 230 100 130
231 136 95
245 183 62
1,991
2,033
2,386
240 100
259 108
336 140
2,331
2,400
2,862