NZ’s ‘Foremost Transport Economist’ ?

Why is the $1.8b East-West Link is being funded but a $58 million rail project is being ignored despite yielding more value?

Julie Anne Genter’s line of questioning leaves little doubt that idealology is the main driver in funding the 2-billion-dollar road, and Bridges’ ‘answers’ confirm it.

With Maggie Barry looking as smug AF in the background, Bridges tries to hack his way through the argument with distractions and slander. So muddled in old and new reports, costs and benefits, that Bridges begins to claim a transport policy that sounds a lot like the Greens’, and even goes as far as calling Genter NZ’s foremost transport economist, twice!

Check out the full clip on Julie Anne’s Facebook Page (below) or InTheHouse – Bridges quip about NZs transport economist might be on the money.

 

Wellington’s CRL: A reStart

Wellington Station. It’s probably the most glorious and identifiable building in the city, and it’s status is warranted: about 30,000 people travel through it each day – not bad given that the station is on the outskirts of the CBD.

The station sits close the New Zealand’s Parliament and its Governmental Ministries, the 40,000 people working  along Lambton and Featherston Streets, and the supporting shops, bars, schools, and the waterfront. If you work around this area, the train’s just a short walk. But if you work further down Lambton Quay, or in the Courtenay and Cuba end of town, you’ll have a 20-30 minute walk from the train – on a nice day its one of the best; but on a real Wellington day, it leaves you wondering why you left home without a car (or why the train doesn’t go further into the city!).

The concept is easy:

extend the rail line so people get closer to work, making the commuting choice easy

   quickly make trips across the CBD

In particular, the concept provides better transport options for people working at the Courtenay & Cuba end of town.

A number of studies across the decades have been undertaken to extend the passenger rail further into Wellington, though none have gained traction – even light rail has been discounted in favour of a BRT system recently – albeit through a very conservative (and pessimistic) costing model provided by consultants.

DSC_1129

Part of the proposed 1970’s Wellington Underground traveling under Thorndon to Parliament, Lambton and George Stations. The full plan continues to Newtown, Kilbernie and terminates at the Airport

While the proposals might be a hard sell to a society raised on infinite, cheap oil, unquestioned car dependence and toll-free roads, the project would probably make more economic sense than Transmission Gully and any other RoNS motorway project supposed to ‘turn NZ around’.

If the Kapiti expressway can be built through a 17km bog, or if Transmission Gully Road can be built across a fault line, then a couple of rail lines can be extended further over, under or even through the city.

In the next few posts I’ll have a look at some options to see what could work, what’s been done in other cities around the world and how it could add real value to Wellington as a city, province and capital.

KiwiRail to Dump Electric Trains – Dominion Post

The following article was first published in the Dompost in January. A list of other articles, opinion pieces and documents that relate to KiwiRail’s Electric Trains can be found here

KiwiRail has announced plans to ditch its North Island electric rail fleet and replace with diesel freight engines – a decision derided by environmentalist and Opposition MPs. 

But chief executive Peter Reidy says the switch will improve reliability and efficiency for Kiwirail’s customers.

Plans to replace 16 electric trains – each about 30 years old – which operated between Hamilton and Palmerston North would see diesel locomotives begin operating in phases over the next two years.

SUPPLIED


An electric freight train is to become a scarcity in the next two years.

Continue reading →

KiwiRail “EF Q and A”

KiwiRail’s reasoning or defense for quitting Electric Trains is published below, and can also be found on their website. I’ve added a few comments in blue.

A list of other documents found online media is in this post 

Why is only part of the NIMT electrified?

The project was one of the so-called “Think Big” projects of the Muldoon era and a response to the oil price shocks of the 1970s and early 1980s. A factor in the decision was that the diesel locomotives at the time were not powerful enough to transport the freight up the gradients in the central North Island, meaning a second locomotive had to be used. Electrifying the relatively level sections of line between Wellington and Palmerston North and between Te Rapa and Auckland was not considered economically justifiable at the time. Technology has advanced to the point that diesels can now deliver this horsepower. The DL locomotives are powerful enough to negotiate the gradients without needing to be doubled up.

NZ first used DX class locomotives in 1972. Compare this with the Chinese DL locomotives, and they are the same weight, horsepower and drive system. Just that 1972 was 14 years before the first EF locomotive.

The poor reliability of the DL locomotives means that they are often doubled-up  Continue reading →

KiwiRail announces fleet decision on North Island line

I can’t read this with a straight face.

The title implies that KiwiRail have been mulling over the ‘decision’ for a while, just that they had to write a press release and make it seem credible to get it over the line. Then they gave up, wrote some drivel, and released it the day before Christmas in the hope that no-one would see it. Happy reading, especially the bit where the CEO drags Air New Zealand into it.

A list of Electric train press articles is here.

KiwiRail announces fleet decision on North Island line

21 December 2016 11:11AM

KiwiRail will improve its reliability and efficiency for customers by employing an all-diesel fleet on the North Island Main Trunk line, KiwiRail Chief Executive Peter Reidy says.

The small fleet of almost 30 year old electric trains that currently operate only between Hamilton and Palmerston North will be phased out over the next two years and replaced with diesel locomotives. The decision allows for the electric infrastructure on the line to remain in place and be maintained to a safe standard for any future use.

The North Island Main Trunk (NIMT) runs from Auckland to Wellington but is electrified only between Hamilton and Palmerston North. Mr Reidy says KiwiRail is essentially running “a railway within a railway” by having the electric section.

“Imagine having to change planes at Hamilton and again at Palmerston North, just to fly from Auckland to Wellington. That’s not efficient, it’s more costly and ultimately delivers a less reliable service.

Continue reading →

KiwiRail de-Electrification

KiwiRail has decided to axe the electric locomotive fleet running between Palmerston North and Hamilton. This post aims to document all the news media on the topic.

Upper Hutt Station – Second Track, Second Platform

Probably the biggest choke point on the Hutt Valley train line is between at Upper Hutt and Trentham, where commuter trains leaving Upper Hutt have to negotiate a stretch of single-track between the two stations. Continue reading →