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The Sustainability Journey of the City Rail Link

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The Sustainability Journey of the City Rail Link THE SUSTAINABILITY JOURNEY OF THE CITY RAIL LINK Liz Root, BA(Hons) DipArch MSc Principal Sustainability Advisor – CRL, Auckland Transport, Auckland Abstract There is a perception that public transport is inherently sustainable, but delivering new infrastructure can come at an environmental cost even if the delivered outcome provides social, cultural, environmental and economic benefits. The City Rail Link (CRL) seeks to address this issue and is aiming to set the benchmark for designing, building and operating sustainable infrastructure in New Zealand. From establishing targets and specific criteria to strive for, through to engaging with our contractors to construct in a more sustainable way, this paper describes the sustainability journey taken by the CRL to date and the challenges and opportunities in striving to deliver sustainable infrastructure. There is a focus on the 'early works' of the project for which we have engaged contractors on an ECI basis. Project context will be provided as well as consideration of the implications for future works packages for CRL as well as learnings for other infrastructure projects. Keywords Sustainability, Infrastructure Sustainability, ECI. Introduction Chief Post Office (CPO) station building at Britomart and the construction of the tunnels Project context under this and Lower Queen Street. Contract 2 (C2) involves the diversion of a stormwater The City Rail Link (CRL) is a public transport main and the delivery of the two running infrastructure project delivering increased tunnels up Albert St from Customs Street to capacity to Auckland’s commuter rail network. Wyndham St. The ECI portions of the The project, in the heart of Auckland, involves contracts were awarded in April 2015. the construction of two 3.4km-long rail tunnels and two new underground rail Auckland Transport (AT) is developing its stations with modifications to two existing procurement strategy for the construction of stations. The designation to build and operate the main works and is currently undertaking the CRL has been confirmed. market sounding, seeking early feedback on potential procurement considerations. There are two main construction methods proposed for the CRL rail tunnels: cut and cover with the tunnels dug from the surface, Sustainability drivers and tunnelling using a tunnel boring machine (TBM) which travels at some depth below the Sustainability is woven into the CRL Project ground and significantly reduces impacts. Objectives, approved by the Auckland The cut and cover aspects of the works are Transport (AT) board in 2012 (see below) as being delivered in two ‘early works’ contract well as the Designation conditions issued in packages with an Early Contractor April 2014. The CRL project provides the Involvement (ECI) approach. The remainder opportunity to set a benchmark for designing, of the CRL, the ‘main works’, is at the building and operating sustainable reference design phase. Contract 1 (C1) of infrastructure in New Zealand. the early works includes underpinning the The CRL Project Objectives are: Improve transport access into and around What we are delivering: the city centre for a rapidly growing Auckland Currently road transport contributes to over a third of Auckland’s greenhouse gas • Future proofing for expected growth emissions – see Appendices figure 1. The Improve the efficiency and resilience of the delivery of CRL will contribute to Auckland transport network of urban Auckland Transport achieving a more sustainable • Improving journey time, frequency of public transport system. It will double the service and reliability of all transport peak capacity of the rail network as well as modes significantly reducing travel times, giving more vehicle commuters a viable alternative • Maximising the benefits of existing to their cars. It will also future-proof the and proposed investment in transport network, allowing for potential rail expansion. • Releasing the rail capacity constraint at Britomart As such, providing the CRL at the earliest opportunity, to specification and within Significantly contribute to lifting and budget, has the potential to provide the most shaping Auckland’s economic growth substantial sustainability benefits for • Supporting economic development Auckland through attracting drivers away opportunities from their cars. Ensuring that the project • Providing the greatest amount of provides a service that meets users’ needs benefit for cost and expectations and provides welcoming and appealing facilities will enhance • Enabling a more productive and patronage and consequently the sustainability efficient city of the project. Provide a sustainable transport solution that minimises environmental impacts How we are delivering it: • Limiting visual, air quality and noise Constructing and operating CRL will have an effects impact. The materials, energy and water used and waste generated through construction, as • Contributing to the country’s carbon emission targets well as operational energy, water and maintenance materials all contribute to the Contribute positively to a liveable, vibrant footprint of the CRL. This paper looks at the and safe city work undertaken by AT to date to address • Enhancing the attractiveness of the this – setting and applying sustainability city as a place to live, work and visit objectives for the early works contracts, • Protecting our cultural and historic applying the Infrastructure Sustainability (IS) heritage for future generations rating tool and working with the contractors to reduce the project footprint. • Helping safeguard the city and community against rising transport costs Construction footprint AT is in the process of establishing an organisation-wide sustainability framework. It As we move through the detailed design for is intended that work from the development of the early works and the reference design for the framework will feed into the development the main works, we have greater certainty of the CRL framework and vice versa. around the impact of the construction of CRL. It is currently estimated that the project will use: Sustainability context Over 5,000 tonnes of structural steel There are two aspects to the sustainability of Over 215,000 cubic m of reinforced the project, the ‘what’ we are delivering and concrete the ‘how’ we are delivering it. Whilst this paper focuses on the ‘how’, the context for and have: both is described below. About 1km of cut and cover or top scheme requires the submission of down box construction documentary evidence to ISCA for independent verification. Over 50,000 sq m station footprint There are six broad themes with 15 Over 3km of single bored tunnels categories (see Appendices Table 1). The IS Over 1 km of mined tunnels and adits rating has a 100 point scale plus 5 bonus points available for Innovation. There are 40 escalators three certified levels shown in Appendices 20 lifts Table 2. and produce: AT, along with Auckland Airport and Panuku Development Auckland (previously Over ½ million cubic m of excavated Waterfront Auckland) all have projects that material. are or have been NZ IS pilot projects The pilot projects have collectively worked with ISCA to tailor a number of the IS credits to The Sustainability Journey the New Zealand context to be trialled through the pilot phase. First steps In 2013, a review was undertaken of Setting the IS target sustainability frameworks and rating tools used by over a dozen large infrastructure To enable an appropriate target to be set for projects in New Zealand and overseas. the IS rating, a self-assessment of the early Eleven sustainability frameworks and rating works was carried out against the IS criteria, tools from five different countries were using the evolving reference design. This reviewed for relevance to the CRL and the involved engaging with the project’s planners, wider AT business. The findings of this work engineers and architects to understand where concluded that the Infrastructure the project currently sat in the context of the Sustainability (IS) rating tool from the IS criteria and what the project could strive Infrastructure Sustainability Council of for. An initial conservative assessment, erring Australia (ISCA) was the most appropriate for on the side of caution, resulted in an CRL, albeit lacking the cultural context estimated score of 53.4, falling just within the required for NZ. ‘Excellent’ rating level. To some extent this Using an existing established framework provided initial endorsement of the quality of means we are not reinventing the wheel, and the outputs and the engineering solutions for having a framework that is not solely tied to CRL. It also demonstrated that it was within rail projects means that there is potential for reach to target the Excellent rating level for other AT projects to benefit from the learnings the Design and As-Built certification phases. in applying the tool. Adopting an Australian At the time of setting the target no certified framework was also seen as beneficial in projects in Australia had achieved a ‘Leading’ terms of receiving a level of (relatively) local rating and as a pilot project in NZ, targeting a support, with the ISCA offices located in Leading rating was not considered realistic Sydney. for the project. Targeting Excellent was seen as an appropriate level to enable management systems to be developed and Infrastructure Sustainability lessons to be learnt to feed into targets for Infrastructure Sustainability (IS) is a rating future construction packages
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