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Wairarapa Train Services: Survey Results
Wairarapa train services: survey results Introduction Greater Wellington Regional Council carried out a survey of passengers on the north-bound Wairarapa trains on 22 June 2011 as part of the Wairarapa Public Transport Service Review. A total of 725 completed forms were returned. We would like to thank passengers and train-staff for your help with this survey. A summary of the results are shown below. The full survey report is available at www.gw.govt.nz/wairarapareview Where people live and how they get to the station About 25% of passengers live in each of Masterton, Carterton or Featherston. A further 13% of passengers live in Greytown and 6% in Martinborough. Sixty-eight percent of passengers travel to the station by car (57% parking their car at the station and 11% being dropped off). A further 23% of passengers walk or cycle to the station and 7% use the bus. Origin and destination The main boarding station in Wairarapa is Featherston (33%), followed by Masterton (28%), Carterton (25%) and Woodside (12%). Most passengers (85%) are going to Wellington, with the rest (15%) going to the Hutt Valley. Why people use the train, and purpose and frequency of travel The main reason people said they use the train is because it is cheaper than taking the car (56% of passengers) and a significant number also said it is quicker than driving (29% of passengers). Comfort (45% of passengers) and ability to work on the train (47% of passengers) were also important. Twenty-six percent of passengers also indicated that it’s environmentally responsible and 20% said they had no other transport option. -
Rail Network Investment Programme
RAIL NETWORK INVESTMENT PROGRAMME JUNE 2021 Cover: Renewing aged rail and turnouts is part of maintaining the network. This page: Upgrade work on the commuter networks is an important part of the investment programme. 2 | RAIL NETWORK INVESTMENT PROGRAMME CONTENTS 1. Foreword 4 2. Introduction and approval 5 • Rail Network Investment Programme at a glance 3. Strategic context 8 4. The national rail network today 12 5. Planning and prioritising investment 18 6. Investment – national freight and tourism network 24 7. Investment – Auckland and Wellington metro 40 8. Other investments 48 9. Delivering on this programme 50 10. Measuring success 52 11. Investment programme schedules 56 RAIL NETWORK INVESTMENT PROGRAMME | 3 1. FOREWORD KiwiRail is pleased to present this This new investment approach marks a turning point that is crucial to securing the future of rail and unlocking its inaugural Rail Network Investment full potential. Programme. KiwiRail now has certainty about the projected role of rail Rail in New Zealand is on the cusp of in New Zealand’s future, and a commitment to provide an exciting new era. the funding needed to support that role. Rail has an increasingly important role to play in the This Rail Network Investment Programme (RNIP) sets out transport sector, helping commuters and products get the tranches of work to ensure the country has a reliable, where they need to go – in particular, linking workers resilient and safe rail network. with their workplaces in New Zealand’s biggest cities, and KiwiRail is excited about taking the next steps towards connecting the nation’s exporters to the world. -
Planning Committee Meeting Held on 4/02/2020
Memorandum 20 December 2019 To: Planning Committee Independent Māori Statutory Board Subject: The Draft New Zealand Rail Plan From: Ryan Falconer Lead Transport Advisor Contact information: [email protected] Purpose 1. To provide an overview of the background to and content of the Draft New Zealand Rail Plan (the Plan), and analysis of preliminary implications of this Plan for Auckland Council and Auckland Transport. 2. To provide advice on the relevance of the Plan to Auckland and recommend providing informal feedback to the Ministry of Transport in advance of formal engagement in 2020. Summary 3. The Draft National Rail Plan provides context for proposed reform of rail network planning and investment in New Zealand, integrating rail with the balance of the land transport system and establishing a funding basis from the National Land Transport Fund. 4. The Plan is being publicised simultaneously with proposed legislative change (related amendments to the Land Transport Management Act 2003 and Land Transport Act 1988). This proposed legislative change is addressed in a separate Planning Committee memorandum. 5. The Plan emphasises the planning, funding and operations of both Auckland and Wellington’s metropolitan rail networks and prioritises addressing the needs of both passenger and freight traffic. 6. The Government has invited informal comments on the Plan. The Plan will be out for formal public engagement, alongside the Government Policy Statement on Land Transport, in 2020. However, the Government has invited informal feedback on the plan prior to this. Staff propose providing informal feedback to the Ministry of Transport in January in accordance with the points raised in this memorandum. -
Wellington Network Upgrade
WELLINGTON NETWORK UPGRADE Better rail services for the region. Around 500,000 Wellingtonians and visitors take over 14 million passenger journeys each year on our Metro Rail Network. KiwiRail, Greater Wellington Regional Council and Metlink are working together to modernise the rail, thanks to investment of almost $300 million from the Government to enable: Train services to be more reliable. More people and freight travelling on rail in the future. The Wellington Metro Upgrade Programme is being delivered on a busy, well-maintained but ageing network where trains run 18 hours a day. The focus of our work is: Renewing existing network infrastructure to improve rail services. Renewing traction power overhead line system and signals power supply, and improving the track across the network including inside the four major tunnels. Adding capacity to the network so more people can travel on trains in the future while still allowing for freight services. This includes: Double tracking between Trentham and Upper Hutt. Improvements to Wellington station approaches. Changes at Plimmerton. More information www.kiwirail.co.nz (Wellington Metro Upgrade) HUTT LINE DOUBLE TRACKING More frequent, reliable trains. The 2.7 kilometres of rail line between Trentham and Upper Hutt is being double tracked so trains can travel in both directions at the same time. This will allow more frequent and reliable services along this section of the busy line from Wellington to Upper Hutt and Wairarapa. Stations are being upgraded and we are making it safer around our tracks. Wairarapa Existing Upper Hutt Future Connecting new second track to the network Level crossing upgrade at Blenheim Street Wallaceville Closing pedestrian crossing just North of Wallaceville New platform with shelters will be built in the style of Ava’s (pictured). -
Attachment 1 Wellington Regional Rail Strategic Direction 2020.Pdf
WELLINGTON REGIONAL RAIL STRATEGIC DIRECTION 2020 Where we’ve come from Rail has been a key component of the Wellington Region’s transport network for more than 150 years. The first rail line was built in the 1870s between Wellington and Wairarapa. What is now known as the North Island Main Trunk followed in the 1880s, providing a more direct route to Manawatū and the north. Two branch lines were later added. The region has grown around the rail network, as villages have turned into towns and cities. Much of it was actively built around rail as transit-oriented development. Rail has become an increasingly important way for people to move about, particularly to Wellington’s CBD, and services and infrastructure have been continuously expanded and improved to serve an ever-growing population. The region is a leader in per capita use of public transport. Wellington Region Rail Timeline 1874 1927 1954 1982 2010 2021 First section of railway between Hutt line deviation opened as a branch Hutt line deviation to Manor EM class electric FP ‘Matangi’ class Expected Wellington and Petone between Petone and Waterloo Park, creating Melling line multiple units electric multiple completion 1955 introduced units introduced of Hutt line 1876 1935 Hutt line duplication to Trentham duplication, Hutt line to Upper Hutt Kāpiti line deviation to Tawa, creating 1983 and electrification to Upper Hutt 2011 Trentham to 1880 Johnsonville line Kāpiti line Rimutaka Tunnel and deviation Upper Hutt 1 Wairarapa line to Masterton 1 electrification Kāpiti line 2 1938 replace -
Report 08-102 Metro Passenger Train Derailment, Sylvia Park, 14 April 2008
Report 08-102 Metro passenger train derailment, Sylvia Park, 14 April 2008 (incorporating inquiries 08-104 and 08-107) Diesel motor fires on board metro passenger trains, 3 June 2008 and 25 July 2008 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. Final Report Rail Inquiry 08-102 Metro passenger train derailment, Sylvia Park, 14 April 2008 (incorporating inquiries 08-104 and 08-107) Diesel motor fires on board metro passenger trains, 3 June 2008 and 25 July 2008 Approved for publication: August 2011 Transport Accident Investigation Commission About the Transport Accident Investigation Commission The Transport Accident Investigation Commission (Commission) is an independent Crown entity responsible for inquiring into maritime, aviation and rail accidents and incidents for New Zealand, and co-ordinating and co-operating with other accident investigation organisations overseas. The principal purpose of its inquiries is to determine the circumstances and causes of occurrences with a view to avoiding similar occurrences in the future. -
Report 01-107 Passenger Express Train 201 Derailment Otaihanga
Report 01-107 passenger express Train 201 derailment Otaihanga (near Paraparaumu) 6 June 2001 Abstract On Wednesday, 6 June 2001, at about 1841, express passenger Train 201 Overlander derailed when a wheel on the leading axle of the trailing bogie of the power van fractured as the train approached Otaihanga Road level crossing near Paraparaumu on the North Island Main Trunk. There were no injuries to train crew or passengers and damage was limited to the trailing bogie of the power van. The safety issue identified was the suitability of the wheel set for use in passenger rolling stock. As a result of the actions taken by the operator following this incident, no safety recommendations are included in this report. Contents Abbreviations................................................................................................................................................ii Data Summary .............................................................................................................................................iii 1. Factual Information ....................................................................................................................... 1 1.1 Narrative ........................................................................................................................ 1 1.2 Personnel........................................................................................................................ 1 1.3 Locomotive controls, instruments and performance..................................................... -
Report 00-101 Train Control Incidents Hi-Rail Vehicles and Trains Occupying
Report 00-101 train control incidents hi-rail vehicles and trains occupying the same section of track and a collision various localities 17 December 1999 – 5 September 2000 Abstract On 17 December 1999, an incident occurred near Greymouth where a locomotive engineer was given permission by train control for his train to enter a section of track already occupied by a hi-rail vehicle. The driver of the hi-rail vehicle saw the train and was able to off-track in time to avert a collision. On 17 January 2000, train control gave permission for a group of hi-rail vehicles to on-track near Paerata in front of a passenger express train. The train collided with one of the hi-rail vehicles and pushed it some 300 m along the track. The hi-rail vehicle, which was unoccupied at the time, was destroyed in the collision. Another 2 incidents occurred where train control gave permission for trains to enter sections of track occupied by hi-rail vehicles: one on 14 February 2000 near St Andrews, and one on 5 September 2000 near Woodville. Neither of these 2 incidents resulted in collisions. Given the similar issues arising from each incident, all 4 were combined into this one report. Safety issues identified included: · the repeated non-adherence to basic train control techniques taught during training and covered by procedures in the operating code · inadequate auditing and assessment of train controller performance · train controllers not using, nor being required to use, signal “blocking commands” as a defence against them issuing conflicting instructions to track users · the potential for train controllers to report for duty when not fit to do so. -
KAIPARA SPATIAL PLAN - KEY URBAN AREAS Adopted | 27 May 2020
DARGAVILLE | MAUNGATŪROTO | KAIWAKA KAIPARA SPATIAL PLAN - KEY URBAN AREAS Adopted | 27 May 2020 Prepared for By RESILIOSTUDIO Kaipara District AR & Associates Resilio Limited Council Level 2, 129 Hurstmere Road 10 West Terrace 42 Hokianga Rd, Takapuna Newton Dargaville 0310 Auckland 0622 Auckland 1010 +0800 727 059 www.arassociates.co.nz www.resilio.nz North Island: Contact_ Gary Marshall Contact_ Joao Machado +64 21 591 279 +64 272 950 386 [email protected] [email protected] South Island: Contact_ Gavin Flynn +64 21 704 332 [email protected] KAIPARA SPATIAL PLAN_KEY URBAN AREAS MIHI Whakatōngia te kākano ki a tipu ia ngā māramatanga. Mā te ako ka mōhio, mā mōhio ka mārama, mā te mārama ka mātau, mā te mātau ka ora e! Sow the seed to nurture understanding. With learning comes knowledge, with knowledge comes understanding, with understanding comes awareness, with awareness comes wisdom, with wisdom comes wellness! Resilio Studio | AR + Associates Limited | May 2020 KAIPARA SPATIAL PLAN_KEY URBAN AREAS FOREWORD It is my pleasure to present the Kaipara Key Urban Areas Spatial Plan, our guide for how we plan for growing the historic towns of Dargaville, Maungatūroto and Kaiwaka. This is planning of a shape, size and scale never undertaken before in Kaipara District. Thanks to all who have contributed to the collaborative engagement approach of this spatial planning process. For some this has been an ‘eye opener’ on how to locate where appropriate development could occur and what are the important parts we cherish in each of the towns; it's given us new ways to see our familiar places. -
Rail Electrification and Extension from Papakura to Pukekohe Updates Glossary
Agenda Item 13 (iv) Rail Electrification and Extension from Papakura to Pukekohe Updates Glossary Auckland Council (AC) Auckland Electrified Area (AEA) Auckland Plan (AP) Auckland Transport (AT) Construcciones y Auxiliar de Ferrocarriles (CAF) Diesel Multiple Unit (DMU) Electric Multiple Unit (EMU) KiwiRail Group (KRG) New Zealand Transport Agency (NZTA) North Auckland Line (NAL) North Island Main Trunk Line (NIMT) Onehunga Branch Line (OBL) Regional Land Transport Programme (RLTP) Rapid Transit Network (RTN) Executive Summary Item 1: Auckland Rail Electrification Update AT and KRG are currently undertaking preparatory works for electrification of the Auckland Rail Network between Papakura and Swanson Stations, with the first EMU services being tested and commissioned from September 2013. The target is for EMU passenger services to be introduced from December 2013, initially on the OBL. The remainder of the EMU fleet will be introduced in stages until the full fleet is in service under current programme timelines in mid-2016. The electrification projects can be grouped as follows: a) Installation and commissioning of electrification infrastructure: overhead wires, gantries, earthing of stations, etc., primary responsibility with KRG. b) Station and depot infrastructure: preparation for electrification includes construction of an EMU depot at Wiri, upgrading of a number of existing stations to a common standard, construction of a new station at Parnell, ensuring sufficient stabling for the EMU fleet. Responsibility is primarily with AT; c) Procurement of new EMU fleet: Including operational transitioning from the existing DMU and diesel locomotives to the new EMUs. Responsibility rests with AT. d) Operational readiness for electrification: Training of staff, train drivers and contractors for working within an electrified environment, agreement on responsibility for maintaining electrification assets, agreement on safety provisions for public and contractors, communications with the public and other stakeholders. -
Delivering Rail Decarbonisation to New Zealand
Delivering rail decarbonisation to New Zealand TRANSFORMATIONAL CHANGE AND BOLD DECISIONS REQUIRED TO DELIVER A DECARBONISED RAIL NETWORK IN NEW ZEALAND. 1 Introduction ........................................................................................................3 Contents 2 Challenges ............................................................................................................4 3 Opportunity .........................................................................................................7 4 Conclusion ............................................................................................................9 PAGE | 2 WSP | 01 | 02 | 03 | 04 | 01 Introduction Angus Gabara, Principal Rail and Transit Advisory Here, KiwiRail has embarked on a study to understand WSP NZ Rail and Transit discipline, describes the the costs of completing the electrification partos of the transformational change and bold decisions required network including: to deliver a decarbonised rail network in Aotearoa, • the North Island Main Trunk Line between Auckland New Zealand. and Wellington, At the end of 2020, with mounting pressure to affect • the East Coast Main Trunk to Tauranga, change that delivers its carbon reduction goal, the Labour Government declared a climate emergency • the Wairarapa line to Masterton for New Zealand. The transport industry’s response to Electrification will be a huge step towards this emergency is pivotal and the rail industry is no decarbonisation, and provide efficient and safe exception. intercity -
City Rail Link - Summary of Submissions
City Rail Link - Summary of Submissions Sub Sub Submitter Organisation Name Topic Description Summary No. Matter Name I am writing to add my voice of support for the CRL project. As a daily user of commuter trains in Wellington I strongly believe that the link will make Glenn Auckland a more vibrant city, which is easier to travel around. It will also make Auckland a more attractive holiday destination - especially to those 1 1/1 1.1 Support - NOR All Chadwick who don't drive - or won't drive in a city that they are unfamiliar with. I feel it is important to register my support - despite not living in Auckland, because it should be on record that this project has support from people outside Auckland. 2 2/1 Erin E Wi 1.1 Support - NOR All 5 The submitter seeks that: (a) The NOR for the CRL proposal be cancelled and withdrawn. (b) That any designation of other approval of the CRL proposal includes and is subject to LIFE's property and facilities first being relocated and re-established on an alternative site with the same CLC Trust attn Malcolm 1.23 Oppose / withdraw - 3 3/1 attributes as the LIFE Central site and facilities and within a specified timeframe not exceeding 2 years from the designation approval date; (c) That Board McLean NOR All the lapsing period of any designation or approval be limited to 5 years; and (d) Any further, additional or consequential relief that is necessary or appropriate in respect of the matters referred to in this submission.