DOCSLIB.ORG

Ref No. Name Or Organisation SUBMISSION CONTENT on ALL

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Ref No. Name Or Organisation SUBMISSION CONTENT on ALL 1 ref Name or SUBMISSION CONTENT ON ALL OR SPECIFIC DISCUSSION DOCUMENTS no. organisation 138205 Howard Simpson COMMENT ON ALL DISCUSSION PAPERS 1. Congratulations Kapiti Council for your bravery and wisdom in facing reality head on, and naming the major issues of peak oil and climate change! 2. Yes, you are on the right track. We are impressed with the depth of the analysis which has gone into this document. 3. You could add: • the promotion of NZ made technology which reinforces environmental goals outlined eg Pyroclassic wood burning fires (which run well on plantation pine, as well as having exceptionally low emissions). • Banning of 1080 and support for pest trapping projects. • Promotion of double rail to Otaki, and a station at Te Horo. • Consideration of greater use of appropriate recycled construction materials, and • emphasis on passive solar, extensive insulation, mandatory water tanks etc in local residential and commercial architecture (acknowledging that some of this is already in place) . In recognition of the increasing demand on water supply, consideration given to storage in the hills, of high storm run off . For local power generation, a revisitation of the 'Roaring Meg' Hydro scheme in the Otaki Gorge. 138208 NZ Horse COMMENT ON ALL DISCUSSION PAPERS Recreation 1. Culture and heritage is not just about physical land or buildings but also about pastimes and recreation that provide links to our culture and heritage. The place of the horse in New Zealand's culture and history is important and c/ Vivien Dostine can be 'remembered' through the continuation of horse recreation and sports, and access to rural areas where links to the land and agriculture are retained. The Global Issues and Pressures Discussion Document states that: "Planning to minimise the need to travel by car to work, shop, go to school, and access medical and other community services is a key method of reducing the impact of peak oil for the community" 2. You could add: • emphasis on creating pathways\shared recreation trails across the region. There is mention of retaining access to beaches and rivers, and transport linkages, but providing access to areas for recreation is not included in the current document. Having to get into a car (or for horse riders, a truck) in order to travel to a recreation area is anathema. • Continually purchasing new areas for segregated sport and recreation is not feasible; there is finite land supply and limited funding. However, creating shared use and increasing linkages between existing areas expands opportunities for many types of recreation and also provides for local walking and cycling access to community facilities (provided that a wide-base of user types is allowed for in the first place). Ensure that subdivision includes provision to set aside bridleways\shared trails (non-motorised access) to ensure that communities and land use areas are linked. All subdivisions should be required to include public access easements for non-motorised traffic). A region wide plan to link recreation resources as well as historic\cultural areas is required. Recreation and transport planning should be integrated to ensure best use of resources, creating routes suitable for multiple purposes e.g, roadsides and verges are often made dangerous or unuseable for walkers, the elderly, disabled and recreational users when vehicle only considerations are applied. However, roads may form part of a wider network of routes used for transport, community access and recreation. Economic benefits may be gained by creating more accessible communities - for a wide variety of recreationalists, through improved local access (not having to use cars for local trips) and for tourism. 138214 Greater Wellington COMMENT ON ALL DISCUSSION DOCUMENTS Regional Council Greater Wellington Regional Council now wishes to provide an overall supportive submission of the seven Discussion Documents which discuss sustainability issues andoptions for the Kapiti Coast District Plan Review. Attn: Caroline Greater Wellington is interested in whether the discussion documents are consistent with the direction provided in the operative and more particularly the proposed Regional Policy Statements (RPS) and the Regional Land Ammundsen Transport Strategy. Greater Wellington is supportive of attempts by KCDC to tackle a large number of issues that are not only challenging for the Kapiti District but challenging for the rest of the world. It is important that these issues are seriously considered to enable the direction of the new district plan to be appropriate and realistic for the next 10 years. As populations rise and competition for natural resources increases it becomes ever more important that communities are resilient to changes in resource availability. GLOBAL CHANGE: ISSUES AND PRESSURES Support KCDC in its endeavours to consider these important issues for the long term sustainable natural resource management of the Kapiti Coast. The direction of the proposed RPS is considered in this discussion document and it lists policy topics that the proposed RPS promotes including compact regional form, renewable energy and the avoidance of natural hazards. In terms of infrastructure design, it is important to note that stopbanks (infrastructure) do have the capacity to be topped up instead of designed and built for the worse case scenario. URBAN FORM AND TRANSPORt The link between urban form and transport is strongly supported by Greater Wellington. The challenges around the issue of growth in mobility of people and freight and its impact on land use, mode choice, social and environmental wellbeing are highlighted in the document. We note that an overall transport and land use objective should be to provide improved access and that this does not need to involve increased mobility. In many circumstances access to goods and services can be provided without the need to travel (eg. online information or services) or by more efficient means of travel (eg. one supermarket delivery van versus 10 car trips by households). Improved access can also be achieved through greater transport choice and through reduced reliance on the private vehicle. The opportunities and challenges of growth are well documented. We agree that some of the big transport challenges for Kapiti include significant congestion at peak times due to commuters travelling south to Porirua and Wellington, increasing volumes of freight on SH1, and planning for land use development and local connections in light of the proposed Kapiti Expressway. 2 ref Name or SUBMISSION CONTENT ON ALL OR SPECIFIC DISCUSSION DOCUMENTS no. organisation Increasing local traffic is becoming more of an issue as Kapiti grows. Road safety on both local roads and the state highway is also an important consideration, and is influenced by growth. Support development within a framework of consolidation, compactness and containment. In particular, we support targeted intensification within existing urban areas around public transport nodes and commercial centres including potentially at Waikanae. There may be more opportunities around Paraparaumu railway station, particularly if the existing SH1 can be 'de-tuned' once the Kapiti Expressway has been built. Greater Wellington notes that on page 8 a statement is given that it should be ensured that all new development avoids natural hazard prone areas. This is inconsistent with ideas offered in the natural hazards and managed retreat discussion document which describes mitigation structures. It is important that a consistent message on development in areas at high risk from natural hazards is portrayed. Greater Wellington also considers that avoiding or mitigating flood hazards should be considered as an important component of growth management in the Kapiti district. In relation to any intensification of rural living in targeted locations, we agree that clustering of small lots to preserve natural features and soil productivity is a useful approach and that this will also contribute to infrastructure efficiencies. This discussion document seeks limits to development where infrastructure is constrained or where natural hazards exist. This should also include the intensification of development in areas behind stopbanks . Of the various new concepts proposed for inclusion in the District Plan to improve the way that 'smart growth' is implemented, the following ideas in particular are strongly supported: • Increase the use of spatial planning and structure planning • Integrate existing design guides into the District Plan where appropriate • Improve and continue to target intensification around current and future transport nodes • Replicate the urban edge approach in areas other than Waikanae North • Respond to development pressures and opportunities created by the proposed Expressway • Review the current District Plan road hierarchy for consistency with the network hierarchy in Council's Sustainable Transport Strategy • Review parking requirements Consider the introduction of maximum parking standards for new higher density or mixed use developments close to nodes of public transport and local facilities. Support requirements for cycle parking being included in the District Plan. • Prevent frustration of pedestrian and cycle connections Supports increased promotion of travel planning and travel demand management initiatives as proposed. We would encourage KCDC to consider provisions in the District Plan that support discretion around the amount of car parking required for a development
Load more

Recommended publications
  • NZ TRANSPORT AGENCY NATIONAL OFFICE WAKA KOTAHI 50 Victoria Street Private Bag 6995 Wellington 6141 New Zealand T 64 4 894 5400 F 64 4 894 6100
    NZ TRANSPORT AGENCY NATIONAL OFFICE WAKA KOTAHI 50 Victoria Street Private Bag 6995 Wellington 6141 New Zealand T 64 4 894 5400 F 64 4 894 6100 www.nzta.govt.nz 9 November 2015 Tony Randle [email protected] Dear Tony Request made under the Official Information Act 1982 Thank you for your email of 9 October 2015 requesting the following information under the Official Information Act 1982: a. the source document for the cost estimate of $2.3Million to be provided to the GWRC to "improve the Wairarapa Line" (although you stated it was actually for improving the Hutt Line). b. a description of the work that the $2.3Million was to support (I understand the GWRC claimed the funding is to "go toward replacing corroded rail and rolling out more powerful DFB diesel locomotives" but that NZTA is only funding track replacement). c. the funding memo notes that poor track causes an average loss of travel time of 10 minutes generates negative travel time benefits of approximately $5 million per annum, based on an average travel time value of $5 per hour (combined peak and off peak values), delay of ten minutes and 6,382,000 passenger trips on the Hutt Valley Line" for all commuters. A copy of the source that outlines the 10 minutes estimate for travel time loss currently affecting 6,382,000 passenger trips on the Hutt Valley Line that will be address by this funding investment to be provided. d. any meeting notes or correspondence associated with the $2,290,000 investment by the NZTA to the GWRC to "bring forward and substantially address the deferred maintenance" as outlined in the NZTA Memo.
    [Show full text]
  • Evaluation of Occupational Noise Exposure Levels on the Wellington Suburban Tranz Metro Rail Service
    Evaluation of occupational noise exposure levels on the Wellington Suburban Tranz Metro Rail Service 1 Ka’isa Beech and 2 Stuart J McLaren 1 Advanced student at Massey University and Wellington Suburban On-board Staff Member, KiwiRail, Wellington 2 School of Public Health, Massey University, Wellington 2 Email: [email protected] Abstract An occupational noise evaluation study was carried out by Massey University students on locomotive engineers and on-board staff on the two main train sets operating on the Wellington Rail Suburban Network. All measurement results conducted as part of the study show full compliance with the criteria for workplace noise exposure prescribed within the Health and Safety in Employment Regulations 1995. The health and safety noise criterion level permits a maximum dose of 100% which is equivalent to 85 dB LAeq for a normalised 8 hour working day. The highest measured sound exposure was 13% of the total permitted exposure. All occupational noise measurements were observed and written accounts were taken by the three person investigation team. Observations revealed atypical behaviour of one participant which likely compromised one set of readings. This atypical result was removed from the analysis and therefore did not alter the study conclusions. Regardless, such observed behaviour from the study team, reinforces the value of observed real time field monitoring during collection of data. Original peer-reviewed student paper 1. Introduction and purpose of About Ka’isa Beech assessment Age 23, is training to be a The Tranz Metro Rail Passenger Service is operated by Train Traffic Controller KiwiRail and funded by the Greater Wellington Regional with KiwiRail.
    [Show full text]
  • Restoration of the Rimutaka Incline Railway Development Proposal
    Restoration of the Rimutaka Incline Railway Development Proposal and Environment Management Plan: Maymorn to Summit Executive Summary Rimutaka Incline Railway Heritage Trust November 2011. Photo: S class locomotive and train at Summit circa 1880. William Williams, Alexander Turnbull Library Page 1 of 46 Development Proposal and Environment Management Plan v2 Preface This document is an Executive Summary form of the Development Proposal and Assessment of Environmental Effects, which canvasses the issues which are considered to be important in relation to deciding whether approval should be given to reinstating the Rimutaka Incline Railway. This document provides a summary, via answers to key questions, concerning elements of the proposal and the main environmental, planning, design and construction issues. Information shown on maps and plans in this document are indicative only. Reference should be made to detailed maps and plans where referenced. Page 2 of 46 Development Proposal and Environment Management Plan v2 Contents Restoration of the Rimutaka Incline Railway .................................................................................. 1 Development Proposal and Environment Management Plan: Maymorn to Summit ....................... 1 Executive Summary ......................................................................................................................... 1 Preface ......................................................................................................................................... 2 Contents
    [Show full text]
  • Report 99-104 Train 1613 Passenger Safety Incident Featherston 3 April
    Report 99-104 Train 1613 passenger safety incident Featherston 3 April 1999 Abstract On Saturday 3 April 1999, Train 1613, the southbound Masterton to Wellington passenger service, departed from Featherston while a scout party and an adult passenger were still loading their gear into the van. Three scouts were left on the platform and a fourth scout and the adult travelled to Upper Hutt in the unlit van. The scouts were at risk as they either alighted from, or attempted to board, the moving train during departure. The guard was unaware of the scouts’ presence in the van. The incident occurred due to a failure to ensure passenger safety prior to the departure of the train. A safety issue identified was the lack of adequate procedures to ensure passenger safety prior to giving right of way. One safety recommendation was made to the operator. The Transport Accident Investigation Commission is an independent Crown entity established to determine the circumstances and causes of accidents and incidents with a view to avoiding similar occurrences in the future. Accordingly it is inappropriate that reports should be used to assign fault or blame or determine liability, since neither the investigation nor the reporting process has been undertaken for that purpose. The Commission may make recommendations to improve transport safety. The cost of implementing any recommendation must always be balanced against its benefits. Such analysis is a matter for the regulator and the industry. These reports may be reprinted in whole or in part without charge, providing acknowledgement is made to the Transport Accident Investigation Commission.
    [Show full text]
  • Rail in Auckland
    Overview and Turnaround Plan Kimberley Brady, Communications Manager Recent rail history NZ RAILWAYS NZ RAILWAYS 1982 CORPORATION Limited liability company under Government 1990 NZ RAIL LTD ownership Privatised; outsourced: Mechanical Services to 1993 TRANZ RAIL HOLDINGS United Group and Track Operations to Transfield Services 2003 TOLL HOLDINGS LTD Bought business Government purchased infrastructure arm; in- 2004 ONTRACK sourced maintenance Government purchased operations businesses; 2008 KIWIRAIL reintegration of industry The KiwiRail structure Jim Quinn Chief Executive David Walsh Karen Paterson Graeme Docherty Nicola Brown Chief Financial Officer General Manager Chief Information General Manager Legal & Governance Officer Human Resources Iain Hill Thomas Davis Lloyd Major Dr Deborah Hume Rick van Barneveld General Manager General Manager General Manager General Manager General Manager KiwiRail Freight KiwiRail Interislander Mechanical KiwiRail Passenger KiwiRail Network Each week, train control operations manage the movement of: • 900 freight trains • 52 inter-city passenger trains • Approximately 2,200 suburban passenger services in Wellington • Approximately 1,490 suburban passenger services in Auckland In a year, the Interislander manages 5,500 sailings carrying: • 859,000 passengers • 59,000 rail wagons • 56,000 trucks • 223,000 cars Traffic volumes Freight Nett Nett Ferry Carried Tonnes Tonnes % Passengers 891,234 Bulk 8,026,424 56% Export 4,420,040 31% Vehicle 221,857 Domestic 1,965,536 14% Rail LM 819,262 Total 14,412,000 100%
    [Show full text]
  • Tranz Metro Communications
    Tranz Metro Communications Customer Communications review for the Johnsonville Line 1. Purpose The purpose of this document is 2. Background “-Services on the JVL are experiencing delays of approximately 10 minutes due to slippery track conditions. Updates to follow.” This is an all too familiar text to Johnsonville Line passengers over the past year and a half. 1 M:\National Passenger\Planning and Performance\... • During a slip disruption, RTI boards said shuttle between Ngaio and Johnsonville and buses between Ngaio and Wellington. The word shuttle is confusing. Also, RTI boards not clear on whether or not buses or trains are running. Below are some of the suggestions we have received from passengers about how we can communicate to them better and more efficiently. • It could be grateful if you could run an audit to ensure that all delays are going into the system. • Many of the delays were put on the Tranz Metro text system as "operational reasons", but when he asked train staff why they were late, the answer was slippery tracks. In our view, the information given to passengers needs to be as accurate and consistent as possible. • Surely if the system temporarily cannot show the correct information it would be better switched off. • It would be better if you said "train" instead of "shuttle", because it is not clear whether a "shuttle" means a bus or a train, In fact, everybody went to wait at the bus stop and we only made it because the driver saw us and happened to pick us up. 4. Proposal To try and minimise the effect that delays have on the on time performance of the Johnsonville Line, KiwiRail and Greater Wellington Regional Council trialled a new morning and afternoon peak timetable last October that proved successful.
    [Show full text]
  • Auckland Metro Rail Network Electrification
    AUCKLAND METRO RAIL NETWORK ELECTRIFICATION Heritage Assessment Table of Contents 1.0 Executive Summary 3 2.0 Introduction 4 3.0 Heritage Significance 6 4.0 Western Line (Newmarket–Swanson) 12 5.0 Britomart–Penrose–Onehunga 18 6.0 Penrose–Papakura (including Manukau Branch) 26 7.0 Eastern Diversion (Britomart–Westfield) 32 8.0 Conclusion 35 9.0 Appendices APPENDIX 1: Identification of Groups / 37 Individuals / Stakeholders for Consultation APPENDIX 2: Historical Chronology 38 APPENDIX 3: Policy for Government 66 Departments’ Management of Historic Heritage APPENDIX 4: Draft Areas of Visual Sensitivity 75 for Discussion APPENDIX 5: Map of Study Area 89 APPENDIX 6: Map of Railway Lines 90 APPENDIX 7: Items of Potential Significance (P*) 91 to be Altered or Demolished AUCKLAND METRO-RAIL ELECTRIFICATION: Heritage Assessment Page 2 of 92 1.0 Executive Summary This heritage assessment has been prepared to identify the built rail heritage in the Auckland Metro Rail network and to understand the heritage issues associated with the electrification of the network. It is supported and underpinned by the Policy for Government Departments’ Management of Historic Heritage 2004. The overall heritage significance of the various lines is discussed and the study further identifies 59 heritage ‘items’ including stations and associated structures on a 3 tiered scale according to their identified (I), potential (P) and adjacent significance (A), (see Section 3.0) Based on the historical chronology, (see APPENDIX 2), the assessment follows in consecutive order along the rail lines as they developed historically, section 4.0 Western Line, section 5.0 Britomart-Penrose- Onehunga, section 6.0 Penrose-Papakura (including Manukau Branch), and section 7.0 Eastern Diversion (Britomart-Westfield).
    [Show full text]
  • Annual Report 2013-2014
    F.18a 2014 ANNUAL REPORT KiwiRail Overview From 1 January 2013, railway business activities were separated from rail land holdings as a result of a Government restructure carried out to put the business on a more commercial footing. The former parent, New Zealand Railways Corporation (NZRC), continued to hold the 18,000 hectares of rail network land, from which no financial return is expected. The business activities were transferred to a new State Owned Enterprise, KiwiRail Holdings Ltd. NZRC is managed by KiwiRail Holdings Ltd under a long-term nominal fee management agreement, and therefore has limited operational activities. We conduct business in the following areas: Whangarei Logistics: We are a logistics provider to customers who use Dargaville our rail freight and ferry services. Each week, approximately 900 freight trains operate on the KiwiRail network. They carry AUCKLAND bulk freight such as coal and milk, containerised import or export freight to and from ports and full container loads for Hamilton Tauranga Kawerau New Zealand freight forwarders. Three ferries provide the inter- Te Kuiti Kinleith island supply chain link with more than 4000 sailings a year. New Plymouth Taumarunui Shipping: We are an owner and operator of shipping services Stratford Napier operating under the Interislander brand. Of our three ferries, Waiouru Wanganui two are owned and one is chartered. Dannevirke Palmerston North Otaki Tourism Experiences: We provide tourism experiences by Masterton Featherston rail and sea. Three long-distance rail passenger trains - the Picton WELLINGTON Blenheim TranzAlpine, Coastal Pacific and Northern Explorer - provide Westport daily, tri-weekly or seasonal services. Train charters provide Reefton specific rail experiences and service the cruise market.
    [Show full text]
  • We Move People and Freight
    F.18a ANNUAL INTEGRATED We move people REPORT 2016 and freight Rose Pettigrew, Terminal Manager Operations and Emma–Jane Wells, Rail Operator 2 | KIWIRAIL ANNUAL INTEGRATED REPORT 2016 Contents Overview of our business Management review Business review At a glance 4 Our first annual integrated Performance of our report 8 business units 16 Who we are and what we do 6 Integrated reporting concept: Value creation process 9 Chairman’s message to stakeholders 10 Our progress 2010–2016 12 Chief Executive’s report 14 Capitals review Governance review Statutory review How KiwiRail creates value 18 The KiwiRail Board 42 Financial statements 48 Helping to grow our exports 20 The KiwiRail Executive Team 44 Independent Auditor’s report 82 Financial 21 How we are governed 46 Key Performance Indicators 84 Increasing the value Vote Transport 86 of tourism 23 Employee remuneration 87 People 24 Directory 88 High Performance High Engagement 27 Assets 28 Inland ports and freight hubs 30 Know–how 31 eProtect: Innovative safety initiative helps save lives 33 Relationships 34 Working with communities to deliver results 36 Environmental 37 Delivering cost and energy savings 39 Outlook 41 KIWIRAIL ANNUAL INTEGRATED REPORT 2016 | 3 Overview of our business: At a glance Highlights from FY16 Awards Relationships • Chartered Institute of Logistics • 11% growth in import and export markets, and Transport “Most Innovative underpinned by strong relationships with ports Public Transport project” for and customers electrification and re–signalling of Financial the Auckland
    [Show full text]
  • A Lowering Carbon Pilot – Summary Report
    The Kapiti Coast Day Out A lowering carbon pilot August 2009 Summary Report prepared by the Hikurangi Foundation In cooperation with south- 1 CONTENTS Introduction: The story of Carbon and Tourism Page 2 Background: The Kapiti Coast Day Out Pilot Page 3 Let the Day Begin Page 4 Sharing Stories Page 5-8 Conclusions: What we now know Page 9 Did it Work? Page 10 Now what? Next steps. Page 11 Contacts Page 12 This report is a summary. A full technical report is available at www.hikurangi.org.nz SUPPORTED BY Nyco Chocolates, Paraparaumu Visitor Information Centre, Lembas Café, Waterfront Bar & Kitchen, Coastlands, Lindale Farm Walk. The Hikurangi Foundation is made possible by funding from the Tindall Foundation and The Todd Foundation. 2 Introduction: The story of carbon and tourism This is a modest but important story from a lovely part of Aotearoa – the Kapiti Coast – an hour north of Wellington, and an Tourism contributes $20 billion every year in economic activity. hour south-west from Palmerston North. This story has the But tourism is responsible for 6% of total carbon emissions (not potential to benefit every New Zealander and it goes like this; counting those from international aviation), and, it’s the fastest smart action can deliver great holidays, strong local economies, growing sector in terms of emissions in New Zealand. Not many and less carbon emissions. people know that three quarters of the carbon footprint of tour- ism here is from Kiwis on holiday, not international tourists. In The story of carbon and tourism turn, three quarters of that is from the transport we use (mainly cars and domestic planes).
    [Show full text]
  • Wellington Region Rail Programme
    Greater Wellington Regional Council and KiwiRail (ONTRACK and Tranz Metro) Wellington are working closely Region Rail together to bring passengers more Programme reliable and frequent train services. ellington ohnsonville apiti For more information go to: www.ontrack.govt.nz www.gw.govt.nz We’re improving the Wellington railway system to provide more reliable and frequent passenger services. Wellington Station Entry Region Rail We are adding another main line into Wellington Railway Station Programme to reduce congestion. Currently there is a bottleneck Introducing a fleet of new electric trains – the where the multiple tracks Matangi trains. These will begin to arrive in 2010. reduce down to just two main Making tunnels on the Johnsonville line larger lines in the rail yards. We will so the new trains can use the line. This work is install a third line which will now largely complete. carry trains into the station in Extending electrification and double tracked the morning and out in the lines to take commuter services to Waikanae. evening. Adding another line into Wellington Railway Station to reduce delays. February – June 2009 – Dig foundation holes Installing new power supply equipment and – Erect steel traction poles to carry overhead wires railway signalling to accommodate the new trains. – Begin building a retaining wall near the Aotea Quay overbridge Improving a number of platforms and station – Install drains for the new tracks facilities. Building additional train storage and upgrading From July 2009 WELLINGTON STATION ENTRY – Start laying new tracks maintenance facilities. North – Install new signalling Current Situation The trains have been ordered and will start arriving from 2010.
    [Show full text]
  • 05-123 Empty Passenger Train 4356, Overrun of Conditional Stop Board
    05-123 empty passenger Train 4356, overrun of conditional stop 6 October 2005 board without authority, following an automatic air brake valve irregularity, Meadowbank The Transport Accident Investigation Commission is an independent Crown entity established to determine the circumstances and causes of accidents and incidents with a view to avoiding similar occurrences in the future. Accordingly it is inappropriate that reports should be used to assign fault or blame or determine liability, since neither the investigation nor the reporting process has been undertaken for that purpose. The Commission may make recommendations to improve transport safety. The cost of implementing any recommendation must always be balanced against its benefits. Such analysis is a matter for the regulator and the industry. These reports may be reprinted in whole or in part without charge, providing acknowledgement is made to the Transport Accident Investigation Commission. Report 05-123 empty passenger Train 4356 overrun of conditional stop board without authority following an automatic air brake valve irregularity Meadowbank 6 October 2005 Abstract On Thursday 6 October 2005 at 1451, the locomotive engineer of empty passenger Train 4356 was unable to operate fully the automatic air brake valve to stop the train at a conditional stop board erected at the entrance to an infrastructure work area near Meadowbank. The locomotive engineer operated an emergency brake button instead, but the train overran a conditional stop board by about 170 metres. There was no damage or injuries. Safety issues identified included: • the procurement, inspection and maintenance of safety-critical components • the control of standards for locally manufactured safety-critical components • the continued operation of a train before establishing why a critical system had failed • an independent overview of the construction and commissioning of a new passenger train concept • the extent of regulatory oversight of the rail transport industry in New Zealand.
    [Show full text]