Port Relocation Pic, further work developed MK2

Port Relocation? At High Cost But Can Be Done Through Time

I can see where and why the Port could be relocated through the next 40 years


On Thursday the Port Auckland issue will come back before the Auckland Development Committee for at least a decision on what to do with the Port. With the Port Future Study ruling out North Port and Port of Tauranga entirely (see below) attention turns to both the short and long-term with the Port.

North Port and Port of Tauranga ruled out Source: Port Future Study - page 22
North Port and Port of Tauranga ruled out
Source: Port Future Study – page 22


The Port Future Study (warning 51MB)

Port Future Study final report


The short-term with the Port is this:

A modest expansion of Bledisole Wharf (25-45 metres) and the completion of the extensions of the Ferguson Wharves and container terminal are going to be needed at the current port site along the eastern waterfront in order for the port to maintain efficiency while through the next 40 years a new port is built preferably on the east coast. The Port Future Study recognises this short-term situation and states it had no qualms with the Bledisole and Ferguson works providing the port was relocated when it hit capacity in 40 years time. The Proposed Auckland Unitary Plan in its current form has the Bledisole extensions as a Discretionary Activity up to a set point after which it becomes non-complying and eventually prohibitive.

So I would let Port of Auckland work its way through the resource consenting for Bledisole while the City focuses on relocation.


Relocation to the Firth of Thames

I am rather bemused that the Port Future Study stated the Manukau Harbour was their preferred option when: the Manukau Bar prevents large ships getting through (that is if any shipping company is willing to risk their boats in the first place), the fact the Manukau is very tidal (0.4m to 3.4m between the tides) and on the wrong side of the shipping lines (they traverse the east coast of New Zealand).

The Firth of Thames option at Kawakawa Bay seemed more logical and is in fact down the road to where I suggested the Port should go in near Clevedon.


The site comparisons:

Port Relocation Pic, further work developed MK2
Port Relocation Pic, further work developed MK2


The new road and rail links would need to swing east before the river north of Clevedon and follow the Clevedon-Kawakwa Bay Road to the proposed site.

How you would build it would be similar to the original Clevedon proposal I came up with back in 2012:

Port of Auckland Relocation Work Ctd

I Continue work on Draft Drawings for a Relocated Port of Auckland

I managed to find some time today to get some pictures and draw up a few more crude drawings on the my proposed POAL relocation site – in South East Auckland.

I had to change things around a bit with the port and its proposed shape it would take at this proposed new site to accommodate Duder Regional Parkthat is close by to the north. Essentially I have had to build the port out into the water with two long piers rather than running parallel to shore (like Port of Tauranga) to accommodate the shipping that would visit the port. It is a bit hard to explain so let’s get some pictures up shall we?

Port Relocation Overview

Click on the picture to view at full resolution

You can see the existing POAL site to the left with the shipping lane (58km in yellow) to the mid Hauraki Gulf, with the proposed relocation site to the middle of the picture with its shipping lane (63km approx. in white).

You can also see the amount of urban development there is around the existing support while the proposed new port is able to start afresh in virginGreenfield land. This also includes support infrastructure such as industry, logistics and residential being able be built in the Greenfield land as well – connected by two arterial roads and a rail branch line.

The proposed POAL relocation site is also sheltered from all-weather making it an ‘all-weather’ facility.


Proposed Port of Auckland Relocation – Closer Up and relation to Westfield/Metro Port
POAL Relocation Drawings – Closer Up

Click on the picture to view at full resolution

In this picture you can see a closer up shot of the proposed Port of Auckland relocation site and its supporting road and rail links. Those who saw the first close up shots in a previous posting would have noticed I had shrunk the Port footprint area; this is to accommodate Duder Regional Park which is home to some our sensitive wild life. As a result of this accommodation I have had to create upwards of three piers into the water to allow the new POAL to accommodate the shipping with the parallel to shore options (seen with Port of Tauranga) effectively ruled out past a set point (read further below).

The picture also shows the transit links to and from the new port site to connections such as State Highway One and the North Island Main Trunk Rail Line. What I have not shown is the Greenfield urban expansion zone to the east of the existing Takanini/Papakura urban area – that will be covered in another post.

Port of Auckland Drawings
Port of Auckland Working MK2

Click on the picture to view at full resolution

I recommend opening the picture up in a new tab on your browser to see all the annotations that assist in explaining the drawings.

The Drawing shows how the port could be possibly “worked” with a land base and three piers that stick out into the water to load and unload the boats. The main road and rail transit link is located to the south end of the Port and connect back to either the Main Trunk Line or State Highway One at the enhanced Takanini Interchange.

Now before I go into the construction phase as this would be a 25 year project, I better give some numbers and comparisons to Port of Tauranga our chief competitor.

Total Berthing Capacity for Port of Tauranga (regardless of Cargo) is around 2.73km with potential of another kilometre being added as the PoT grows. This breaks down to: 2km of general cargo berthing space, a 230m liquid and wood-chips pier and 500m for the container terminal fitted with four quay cranes.

The new proposed Port of Auckland site would have a total of 4,999m of berthing space (around 4,500m if you take into account limitations on the west end) when all three piers are built, and if the seaward side of the North East Pier was used a grand total of 5,899m berthing space. Effectively 1.5-2.0x the total amount of berthing space to PoT. However the new proposed port would be built in a phased approach to allow a smooth transition from the old site to the new; so the proposed relocated POAL would not reach 4,999m for 20-25 years.


Construction Phase

Building the new Port of Auckland would be done over time frame of 20-25 years and in various stages. This allows for a smooth transition between the existing and new POAL sites to minimise disruption to people, businesses and the environment.

The phased operation would go something like this:

  1. Port Land Area with the first pier built parallel to shoreline – giving 1,340 metres of initial berthing space to ships. First Transit Link using existing roads is built, with the rail line under construction
  2. 1,500 metre (x 220m) North Pier is built giving an extra 2,139m of berthing space. Rail link construction complete, new direct arterial road link under construction
  3. 1,000 metre (x 205m) East Pier is built giving the new POAL site a total of 3,359m of total berthing space (2,859m if accounting for limitations on the original parallel to shore pier). Direct Arterial Link Road is complete
  4. 1,000 metre (x 250m) East Pier Extension is built giving POAL a total berthing by metre capacity of 4,359m (deduct 500m for the limitations mentioned above)
  5. If needed then you have the 900 metre (x 260m) North East Pier (attached to East Pier Extension) giving a grand total capacity of 4,999 metres (deduct 500m for limitations mentioned above) Now the 4,999m figure includes 200m being lost from the Eastern Pier Extension due to the North East Pier being attached to it

Time frame – 25 years maximum

The piers would be on piles rather than infill. This allows the tidal flows to continuously flush the bay and Port zone, slowing down sediment and pollutant build up.

So this is where I am currently with POAL Relocation Draft Drawings, if I feel brave enough I might attempt at some 3D modelling – but that could be testing me beyond my limits. However with continual coverage of POAL here at VOAKL I will switch focus to the transit links, surrounding urban development and some possible sites for inland ports and large logistic hubs.


Source: https://voakl.net/2012/03/27/port-of-auckland-relocation-work-ctd/



As I said earlier we have 40 years of Port capacity left in its existing location and the proposed site on the east cost will take 25 years to bring it up to full power. That leaves us 15 years to plan, consult, design and finance the new port while getting it right the first time!

Who would lead all this? The State as it is the only organisation big enough, powerful enough and with the resources to commence such a task of relocating the port.

Question is will any Government take the initiative?