He started with a draft comprehensive empowering bill but soon ran into opposition, with some Establishment Committee members deliberately avoiding meetings, and the Mayors of the many small boroughs fearing for the ability of their bodies to continue to govern themselves, lobbying against the proposal.

A Bill to create the ARA was introduced to Parliament in 1961 but the Establishment Committee then thought better of it and it was withdrawn from the Parliamentary process by the Government.

Robinson sought compromises about what was to be included (the Auckland Harbour Board, Electricity Supply Authorities and North Shore Drainage Board were excluded), on representation (appointment by the Local Authorities was used in the first term), on funding (direct rating was excluded) and restricting the role so only specifically empowered functions were allowed.

Opposition continued with some parties implacably opposed, others wanting sub-regional councils and some promoting an alternative, much more limited Bill to Parliament.

Through a good relationship with the Prime Minister Keith Holyoake, Robinson persuaded the Government to support his second compromise Bill in 1962, which was passed.

Despite the massive public support for Regional Parks even they were the subject of political division with the rural based district councils successfully resisting paying a contribution towards them.

[6] The rail aspect of this made little progress with minimal support from Authority politicians and staff, from Central Government and opposition from other Auckland councils.

The ruling Labour government showed little enthusiasm for the scheme and proposed a cheaper alternative in 1973 which the ARA seized upon, to Robinson's dismay.

The OPEC oil price shock and the 1975 election of the Robert Muldoon lead National government was the end of the scheme.

[7] From then on and despite the focus of successor organisations on public transport, ARA had a mixed record on the matter, in 1983 going so far as to propose abolishing the Auckland railway system altogether.

Power boards received early attention, but local government was not considered as potential owners of these and their corporatisations proceeded separately.

Anticipating a greater role in the region's governance and needing better accommodation for its staff, the ARC commenced acquisition of a new headquarters in Pitt St, completed in 1990.

The ARC had a guarantee from the developer of rental of the extra space but the failure of that guarantor, owned and asset stripped by Equiticorp, left it worthless.

The ARC studied forming its commercial operations into LATEs held under a holding company, but was injuncted by Auckland City Council in respect of the water and wastewater function and had a failure of political will in execution.

The Auckland Regional Services Trust was later required to privatise the Yellow Bus Company, which was bought by Stagecoach.

The ARC later recovered the Ports of Auckland shareholding when ARST was wound up, and later forcibly purchased the minority shares.

Watercare did not continue ownership of the catchment lands in the Waitakere and Hunua Ranges, taking a lease from the Council of the dam, pipeline and lake areas only.