I asked for more detailed plans of the Ngauranga to Petone cycleway which were outlined in the NZTA documents being used for consultation, but surprisingly, there weren’t any – just a sketch and some grand plans seeking public approval.
My main frustration with the N2P project is that there are a few immediate changes that NZTA could make to make the ride much safer and more pleasant for all users. The next couple of drawings show some of the changes which aren’t hard to do; and they don’t take away any road, just use the space a little better.
The path is about 2m wide and feels really unloved. The pavement is cracked, stones and debris from the road are scattered and weeds grow out of the retaining wall.
One of the embanked corners between Ngauranga and Petone.
Straight away, you can see the metre or so that could easily become a shared path – just raise the path to above road level, and pave to the barrier. Instant extra width and an awesome cycleway:
Pic needs a bit of work, lol
The embanked corners are only part of the upgrades. Talk about entrance from Petone bridge. Talk about clip-on bridge bits. Add pics of bridge, video of ride, old footpath.
OPINION: Travellers on the NZ Transport Agency’s new $630 million Kapiti expressway are questioning its benefits. Some peak hour travellers report a doubling of travel times.
One only needs to look at Auckland to see the folly of building more and more motorways to solve congestion and our leaders continue to offer this as the solution. On a recent tour of the Transmission Gully project, Transport Minister Simon Bridges brushed off suggestions that this will simply move the “chokepoints” further along Wellington’s motorway. Continue reading →
This is an example of railways using technologies to their advantage. Judging by the uptake of Hybrid cars, and more recently electric cars, electric is the way of the future!
GERMANY: Japan’s Toshiba and DB Cargo have agreed to undertake a feasibility study for the joint development and subsequent purchase of an initial 100 battery-diesel hybrid locomotives for shunting and short-distance freight operations. Test vehicles are expected to be available by the end of 2019. The value of the deal was not disclosed.
Toshiba has supplied Japan Freight Rail Co with locomotives powered by a lithium ion battery topped up using a small diesel engine.
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.
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.
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 →