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NZ | Rail + Freight

207K views 900 replies 65 participants last post by  Miramar Dave 
#1 ·
Rather than dragging the NZ Public Transport thread further off topic, I think it's time for a new thread. News, discussion, etc of rail related stuff that doesn't fit in the PT threads.

Here is something to start it off that I recently read in the National Freight Demands Study
Developments in improving the infrastructure can be grouped as follows:

  • transit time reliability
  • clearances
  • load capacity (axle loads)
  • line capacity
  • extensions.
5.3.3 Transit time and reliability

A large number of the maintenance-risk issues are managed by reducing speeds (temporary speed restrictions). As a result, required work on track, sleepers and formation and structures (bridges and tunnels) may build up as limited funds are prioritised elsewhere, and overall transit time on a particular line may then increase. Increased expenditure by ONTRACK on maintenance on key lines is reducing speed restrictions and improving transit times. Further investment in formation maintenance and bridge upgrading is planned. ONTRACK has also invested in new major, railmaintenance machinery, including 40 new ballast wagons, a „dynamic track stabiliser', a ballast cleaner and a tamper, which will increase the length of line maintained in a year and speed its return to normal traffic transit times.

Much of the country's rail network runs on its original alignment. Some routes were realigned throughout the last century (eg, in the 1930s, 1950s and 1980s) but nowhere near as much as has been done on the highway network. Many lines still suffer from speed restrictions on tight curves and steep grades. Improvements to many of these are
quite feasible, given funding. Current thinking includes improvements on the alignment of the Otaki-Manakau section, a deviation from Kakariki to Porewa to avoid the steep grades into Marton, and easing a sharp, slow-speed curve north of Taihape. Longer term, and on a larger scale, grades on the coal route between the West Coast and Canterbury at Reefton, Cass and near Springfield could be eased, as could other curves on the Taihape - Taumarunui section.

Transit time also interacts with line capacity in terms of signalling and crossing loops. Signalling on the Rolleston - Arthur's Pass route is currently planned for upgrading to centralised traffic control and motorised points, which will improve speed, capacity and safety.

5.3.4 Clearances

A legacy of the nineteenth century construction is limited clearances, mainly through tunnels. The principal restriction is height rather than width, although height and width interact in the area of the curved roof of tight tunnels. Some usually less-used lines cannot take 9ft 6in-high containers, the modern „hi-cube' standard. Most principal lines can take these containers, albeit in some cases with limitations on the wagons that can be used, or with speed restrictions. The most important exceptions are Greymouth - Christchurch and North Auckland.

Currently, the line through the Manawatu Gorge to Napier, and the Marton-New Plymouth line are also restricted. A major project to remove the restrictive tunnel on the New Plymouth line has just been completed, and removal of the restrictive tunnels in the Manawatu Gorge will be completed this year.

On the Auckland-Tauranga and Invercargill-Port Chalmers routes, even higher containers, up to 10ft (3.05m), are allowed. These are special containers for internal use only, as they are also too large for export use. They are used mainly for dairy products as their size permits double stacking of product on pallets, and thus greater
efficiency. Double-stacking of standard pallet sizes is not possible in a 9ft 6in international container, a problem overcome for that journey by using slipsheets. Further work to extend the use of 3.05m containers throughout the network is feasible but is not currently planned.

In the longer term, clearances on the North Auckland line would need to be improved if Marsden Point becomes a major container port, but would require significant expenditure on a replacement for the Makarau tunnel, and as much again to improve many of the other 12 tunnels on the route between Auckland and Whangarei.

There are also plans to remove the first tunnel on the Rolleston - Arthur's Pass route, which is part of the Midland Line between Christchurch and the West Coast. This will improve speeds over that section but, because there are other restrictive tunnels further west, it will not improve clearances on the route as a whole.

5.3.5 Load capacity

Most of the network is capable of carrying 18-tonne axle loads. A 6-axle locomotive can therefore weigh a maximum of 108 tonnes and a 4-axle wagon a maximum of 72 tonnes. The most efficiently constructed wagon on the system at present has a tare weight of 15.5 tonnes, which means that it can carry 56.5 tonnes of freight (including containers).

Modern diesel-electric locomotives including most locomotives built for New Zealand's 1067mm gauge, weigh much more than 108 tonnes. Examples include Queensland's newest diesel-electrics at 119 and 120 tonnes. Given that the hauling power of a locomotive is at least partly related to the weight available for adhesion, an 18-tonne axle load is a limiting factor.

A target for the New Zealand rail network is therefore a 25-tonne axle load, a 39 percent increase on the 18-tonne load.

Both track and bridges are impacted by axle loads, and current track and bridges limit the ability to improve beyond 18 tonnes. It costs relatively little to design and build bridges for heavier loads, so code reviews are currently taking place so that new bridges will be built to carry 25-tonne axle loads. For some years, track has been built for a 22.5-tonne capability. But many bridges and much track remain from times before these standards were introduced, so a focused investment plan for a particular route is necessary before more than 18 tonnes is allowed. Bridges are the critical issue. An accelerated programme to replace the 2,900 wooden piers (521 bridges) is underway and 562m of bridge were replaced or upgraded in 2006-07.

Much of what is carried on New Zealand's rail and road networks is not dense enough to use more than 18-tonne axle loads and relatively few commodities would benefit from heavier axle loads. These include steel, coal, limestone, cement and bulk liquids such as wine in containers. International containers of some exports, such as some dairy
products, may also benefit. Import containers are usually lighter. Note though, that the trend to using 40-ft containers limits the usefulness of higher axle loads – the weight in a 40-ft container is limited by the structural strength of the container and the lifting capability of wharf cranes, which is usually less than 40 tonnes. This is well within the current 18-tonne axle load. Twenty-foot containers could well weigh in excess of 18.8 tonnes each; the practical limit for three of them on a wagon with an 18-tonne axle load. If 20-ft containers continue to be in common use, heavier axle loads may be beneficial.

KiwiRail is buying 100 new container wagons, mainly for Metroport traffic between Tauranga and Auckland. These are capable of an 80-tonne gross weight or 20-tonne axle load. With the tare weight of the wagon subtracted, it can carry nearly 62 tonnes of freight or three 20.5-tonne, 20-ft containers. Some older wagons could also have bogies
upgraded to 20-tonne axle load. These are both interim solutions, and further new container wagons could carry up to 65-tonne loads, still with a 20-tonne axle load. ONTRACK is actively looking at improving the Auckland-Hamilton line to carry 20-tonne axle loads as an early step on the way to 22.5 tonnes. Hamilton-Tauranga will be the next to follow.

Extending this to other routes would require significant expenditure.

5.3.6 Line capacity

Double-track sections of track have very high capacity in terms of the number of trains, depending on signal spacing. The main double-tracked routes outside suburban passenger areas are Papakura-Hamilton (90 km) and Heathcote-Islington in Christchurch (18km). The effective capacity of the Papakura-Hamilton line is limited by two singletracked sections (13km) from Auckland to Te Kauwhata and across the Waikato river at Ngaruawahia between Huntly and Hamilton. At present, they pose no real restriction on capacity.

Double track is being extended in West Auckland and Wellington, primarily for passenger trains. The freight network outside these routes is single tracked. The capacity of single-track routes is influenced by the number and length of crossing (passing) loops, and signalling systems. In much of the country these are appropriate to the traffic
demands on them. Most routes have relatively low-density traffic in terms of number of trains that are run.

When traffic is denser, lines can reach capacity constraints. On the Hamilton-Tauranga route the extension of crossing loops to 900 metres long and the construction of two new crossing loops, is underway at a cost of about $10 million. With the extension of a further loop east of the Kaimai tunnel, this expenditure will double the capacity of the line.

Replacing the signalling on the Midland line between Christchurch and the West Coast, noted above, will also increase the capacity of that line. Further improvements to crossing loops would benefit the North Island Main Trunk line (NIMT) in the central North Island and between Palmerston North and Waikanae.

5.3.7 Line extensions

The rail freight network reaches all significant parts of New Zealand, except Nelson. It also reaches all ports except Nelson and Marsden Point. A line is planned to connect Marsden Point to the network and work is underway to designate the route.

Further short extensions are likely to connect particular industrial plants directly to the network. The three currently under consideration are to a proposed cement works at Weston, near Oamaru (under action for designation), to a coal-loading facility (to be built this year) at Ikamatua, and a line to the dairy plant at Clandeboye.

The Onehunga branch is being reopened for passenger use. Part of the Rotorua branch near Putaruru is being reopened to serve a water-bottling plant. The remainder of the Rotorua branch may be reopened for passenger use if local plans to run passenger trains come to fruition.

While a number of parts of the network carry very light traffic, there are no current plans to close any of them.

5.3.8 Operations

Rail use is hampered by a lack of wagons and locomotives. As noted above, new container wagons have been purchased and a number of moth-balled wagons have been restored to service. With the return of rail freight to the government, the purchase of further new wagons is now being planned.

At present, there is heavy demand on the locomotive fleet at certain times of the year and the needs of freight have to compete with the growing demands for locomotives for passenger services, particularly in Auckland. Consequently, at these times there are no spare locomotives available for freight. Previously spare lower-powered locomotives have been refurbished and put into passenger service in Auckland. The purchase of new locomotives has been planned for some time, but not proceeded with because of the issues between Toll and ONTRACK. These issues have been resolved with the repurchase of the transport system, and the purchase of locomotives is now also planned. Meanwhile, some of the existing locomotive fleet has been improved, with larger engines and traction-control systems, significantly increasing the load the locomotives can haul up grades.

In recent years, container-transfer centres have been developed to expedite the movement of freight from road to rail. These are confined largely to main and secondary centres. Some expansion of this concept to other places is possible. Previous management linked the development of these sites to a reduction in direct access to industry via private sidings. This has reversed recently, but there are still issues with the availability of local train services to serve private sidings.

A similar concept ("inland ports") has been developed with the Metroport operation between Tauranga and South Auckland. The government is reported as having offered to contribute $6 million to the cost of providing rail access to the terminal, allowing the operation of shuttle trains from the port and taking heavy-vehicle traffic off the Auckland motorway network. This proposal is likely to go ahead.
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Developments in improving the infrastructure can be grouped as follows:

  • transit time reliability
  • clearances
  • load capacity (axle loads)
  • line capacity
  • extensions.
5.3.3 Transit time and reliability

A large number of the maintenance-risk issues are managed by reducing speeds (temporary speed restrictions). As a result, required work on track, sleepers and formation and structures (bridges and tunnels) may build up as limited funds are prioritised elsewhere, and overall transit time on a particular line may then increase. Increased expenditure by ONTRACK on maintenance on key lines is reducing speed restrictions and improving transit times. Further investment in formation maintenance and bridge upgrading is planned. ONTRACK has also invested in new major, railmaintenance machinery, including 40 new ballast wagons, a „dynamic track stabiliser', a ballast cleaner and a tamper, which will increase the length of line maintained in a year and speed its return to normal traffic transit times.

Much of the country's rail network runs on its original alignment. Some routes were realigned throughout the last century (eg, in the 1930s, 1950s and 1980s) but nowhere near as much as has been done on the highway network. Many lines still suffer from speed restrictions on tight curves and steep grades. Improvements to many of these are
quite feasible, given funding. Current thinking includes improvements on the alignment of the Otaki-Manakau section, a deviation from Kakariki to Porewa to avoid the steep grades into Marton, and easing a sharp, slow-speed curve north of Taihape. Longer term, and on a larger scale, grades on the coal route between the West Coast and Canterbury at Reefton, Cass and near Springfield could be eased, as could other curves on the Taihape - Taumarunui section.

Transit time also interacts with line capacity in terms of signalling and crossing loops. Signalling on the Rolleston - Arthur's Pass route is currently planned for upgrading to centralised traffic control and motorised points, which will improve speed, capacity and safety.

5.3.4 Clearances

A legacy of the nineteenth century construction is limited clearances, mainly through tunnels. The principal restriction is height rather than width, although height and width interact in the area of the curved roof of tight tunnels. Some usually less-used lines cannot take 9ft 6in-high containers, the modern „hi-cube' standard. Most principal lines can take these containers, albeit in some cases with limitations on the wagons that can be used, or with speed restrictions. The most important exceptions are Greymouth - Christchurch and North Auckland.

Currently, the line through the Manawatu Gorge to Napier, and the Marton-New Plymouth line are also restricted. A major project to remove the restrictive tunnel on the New Plymouth line has just been completed, and removal of the restrictive tunnels in the Manawatu Gorge will be completed this year.

On the Auckland-Tauranga and Invercargill-Port Chalmers routes, even higher containers, up to 10ft (3.05m), are allowed. These are special containers for internal use only, as they are also too large for export use. They are used mainly for dairy products as their size permits double stacking of product on pallets, and thus greater
efficiency. Double-stacking of standard pallet sizes is not possible in a 9ft 6in international container, a problem overcome for that journey by using slipsheets. Further work to extend the use of 3.05m containers throughout the network is feasible but is not currently planned.

In the longer term, clearances on the North Auckland line would need to be improved if Marsden Point becomes a major container port, but would require significant expenditure on a replacement for the Makarau tunnel, and as much again to improve many of the other 12 tunnels on the route between Auckland and Whangarei.

There are also plans to remove the first tunnel on the Rolleston - Arthur's Pass route, which is part of the Midland Line between Christchurch and the West Coast. This will improve speeds over that section but, because there are other restrictive tunnels further west, it will not improve clearances on the route as a whole.

5.3.5 Load capacity

Most of the network is capable of carrying 18-tonne axle loads. A 6-axle locomotive can therefore weigh a maximum of 108 tonnes and a 4-axle wagon a maximum of 72 tonnes. The most efficiently constructed wagon on the system at present has a tare weight of 15.5 tonnes, which means that it can carry 56.5 tonnes of freight (including containers).

Modern diesel-electric locomotives including most locomotives built for New Zealand's 1067mm gauge, weigh much more than 108 tonnes. Examples include Queensland's newest diesel-electrics at 119 and 120 tonnes. Given that the hauling power of a locomotive is at least partly related to the weight available for adhesion, an 18-tonne axle load is a limiting factor.

A target for the New Zealand rail network is therefore a 25-tonne axle load, a 39 percent increase on the 18-tonne load.

Both track and bridges are impacted by axle loads, and current track and bridges limit the ability to improve beyond 18 tonnes. It costs relatively little to design and build bridges for heavier loads, so code reviews are currently taking place so that new bridges will be built to carry 25-tonne axle loads. For some years, track has been built for a 22.5-tonne capability. But many bridges and much track remain from times before these standards were introduced, so a focused investment plan for a particular route is necessary before more than 18 tonnes is allowed. Bridges are the critical issue. An accelerated programme to replace the 2,900 wooden piers (521 bridges) is underway and 562m of bridge were replaced or upgraded in 2006-07.

Much of what is carried on New Zealand's rail and road networks is not dense enough to use more than 18-tonne axle loads and relatively few commodities would benefit from heavier axle loads. These include steel, coal, limestone, cement and bulk liquids such as wine in containers. International containers of some exports, such as some dairy
products, may also benefit. Import containers are usually lighter. Note though, that the trend to using 40-ft containers limits the usefulness of higher axle loads – the weight in a 40-ft container is limited by the structural strength of the container and the lifting capability of wharf cranes, which is usually less than 40 tonnes. This is well within the current 18-tonne axle load. Twenty-foot containers could well weigh in excess of 18.8 tonnes each; the practical limit for three of them on a wagon with an 18-tonne axle load. If 20-ft containers continue to be in common use, heavier axle loads may be beneficial.

KiwiRail is buying 100 new container wagons, mainly for Metroport traffic between Tauranga and Auckland. These are capable of an 80-tonne gross weight or 20-tonne axle load. With the tare weight of the wagon subtracted, it can carry nearly 62 tonnes of freight or three 20.5-tonne, 20-ft containers. Some older wagons could also have bogies
upgraded to 20-tonne axle load. These are both interim solutions, and further new container wagons could carry up to 65-tonne loads, still with a 20-tonne axle load. ONTRACK is actively looking at improving the Auckland-Hamilton line to carry 20-tonne axle loads as an early step on the way to 22.5 tonnes. Hamilton-Tauranga will be the next to follow.

Extending this to other routes would require significant expenditure.

5.3.6 Line capacity

Double-track sections of track have very high capacity in terms of the number of trains, depending on signal spacing. The main double-tracked routes outside suburban passenger areas are Papakura-Hamilton (90 km) and Heathcote-Islington in Christchurch (18km). The effective capacity of the Papakura-Hamilton line is limited by two singletracked sections (13km) from Auckland to Te Kauwhata and across the Waikato river at Ngaruawahia between Huntly and Hamilton. At present, they pose no real restriction on capacity.

Double track is being extended in West Auckland and Wellington, primarily for passenger trains. The freight network outside these routes is single tracked. The capacity of single-track routes is influenced by the number and length of crossing (passing) loops, and signalling systems. In much of the country these are appropriate to the traffic
demands on them. Most routes have relatively low-density traffic in terms of number of trains that are run.

When traffic is denser, lines can reach capacity constraints. On the Hamilton-Tauranga route the extension of crossing loops to 900 metres long and the construction of two new crossing loops, is underway at a cost of about $10 million. With the extension of a further loop east of the Kaimai tunnel, this expenditure will double the capacity of the line.

Replacing the signalling on the Midland line between Christchurch and the West Coast, noted above, will also increase the capacity of that line. Further improvements to crossing loops would benefit the North Island Main Trunk line (NIMT) in the central North Island and between Palmerston North and Waikanae.

5.3.7 Line extensions

The rail freight network reaches all significant parts of New Zealand, except Nelson. It also reaches all ports except Nelson and Marsden Point. A line is planned to connect Marsden Point to the network and work is underway to designate the route.

Further short extensions are likely to connect particular industrial plants directly to the network. The three currently under consideration are to a proposed cement works at Weston, near Oamaru (under action for designation), to a coal-loading facility (to be built this year) at Ikamatua, and a line to the dairy plant at Clandeboye.

The Onehunga branch is being reopened for passenger use. Part of the Rotorua branch near Putaruru is being reopened to serve a water-bottling plant. The remainder of the Rotorua branch may be reopened for passenger use if local plans to run passenger trains come to fruition.

While a number of parts of the network carry very light traffic, there are no current plans to close any of them.

5.3.8 Operations

Rail use is hampered by a lack of wagons and locomotives. As noted above, new container wagons have been purchased and a number of moth-balled wagons have been restored to service. With the return of rail freight to the government, the purchase of further new wagons is now being planned.

At present, there is heavy demand on the locomotive fleet at certain times of the year and the needs of freight have to compete with the growing demands for locomotives for passenger services, particularly in Auckland. Consequently, at these times there are no spare locomotives available for freight. Previously spare lower-powered locomotives have been refurbished and put into passenger service in Auckland. The purchase of new locomotives has been planned for some time, but not proceeded with because of the issues between Toll and ONTRACK. These issues have been resolved with the repurchase of the transport system, and the purchase of locomotives is now also planned. Meanwhile, some of the existing locomotive fleet has been improved, with larger engines and traction-control systems, significantly increasing the load the locomotives can haul up grades.

In recent years, container-transfer centres have been developed to expedite the movement of freight from road to rail. These are confined largely to main and secondary centres. Some expansion of this concept to other places is possible. Previous management linked the development of these sites to a reduction in direct access to industry via private sidings. This has reversed recently, but there are still issues with the availability of local train services to serve private sidings.

A similar concept ("inland ports") has been developed with the Metroport operation between Tauranga and South Auckland. The government is reported as having offered to contribute $6 million to the cost of providing rail access to the terminal, allowing the operation of shuttle trains from the port and taking heavy-vehicle traffic off the Auckland motorway network. This proposal is likely to go ahead.
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#376 ·
Possible Luxury train travel to return to NZ rails with the announcement of the Antipodean Explorer.
Converting the old Auckland push pull carriages into first class accommodation and using the mothballed Hillside Workshops to do the work. Dunedin would be the southern terminal with luxury buses providing onward services to Queenstown for those choosing to visit the resort.
https://www.facebook.com/CheckpointRNZ/videos/2007196569522769/
 
#379 ·
An engineering marvel: Lyttelton Railway Tunnel turns 150





Lyttelton Rail Tunnel, seen here in the old Illustrated Press, opened in 1867 to join Christchurch and the port.

Imagine arriving fresh to New Zealand at Lyttelton and disembarking from a ship with all your worldly belongings, ready to start a new life in a blossoming little town called Christchurch.

You've travelled for months to get to your new home, but this final stage throws up one of the trickiest parts of the journey – a long, arduous scramble over the steep Bridle Path of the Port Hills or a perilous journey by small boat across the Sumner bar to Ferrymead.

The idea would be enough to put anyone off.

more story and photos:

https://www.stuff.co.nz/the-press/99496992/an-engineering-marvel-lyttelton-railway-tunnel-turns-150

A big achievement in its day, would have slowed down the city's growth if it was not built!
 
#380 ·
More impressive is that it was built to Irish broad gauge. It was delayed a bit as navvies had to blast their way through granite. So the Canterbury Provincial Railway built a branch to the end of the Heathcote estuary to serve small ships ferrying passengers around from Lyttleton...hence Ferrymead.
 
#384 ·
^^ This, regional rail don't right will cost billions, this sort of money won't even touch the sides

I did like the optimism thou
https://www.beehive.govt.nz/release/rail-8m-injection-reboot-regional-rail
The Provincial Growth Fund (PGF) will provide $8.75 million to reopen the Wairoa-Napier line for logging trains, upgrade the Whanganui line for mainline locomotives carrying exports and fund feasibility studies for three further regional rail projects
The Wanganui branch appears to currently be a "shunt" for Open Country Dairy- which is majority owned by Talley's, who just happened to be a big donor to Shane Jones and NZ First

http://www.stuff.co.nz/national/pol...eys-bankrolling-shane-jones-nz-first-campaign

The pork is beginning to flow...
 
#386 ·
Kaikoura offline for KiwiRail, trucks hit by delays on inland route

More than 200,000 cubic metres of debris came down across State Highway 1 at a site near Okiwi Bay, north of Kaikōura.

KiwiRail said work teams were trying to clear the Kaikoura main north line as quickly as possible after huge slips closed the highway and railway between Picton and Christchurch.

But it was unlikely trains would be running next week, and meantime, operating hours at the Blenheim freight hub would be extended to support transport of freight by trucks through the central South Island, main north line project director Walter Rushbrook said.

Road Transport Association chief executive Dennis Robertson said trucks were again restricted to using the central South Island Lewis Pass route, and encountering delays due to road repairs there too.

more:
https://www.stuff.co.nz/business/10...kiwirail-trucks-hit-by-delays-on-inland-route

Plus interesting comment at the bottom of the story:

The Rail and Maritime Transport Union said the lower-than-expected revenue for the past half-year was also "the predictable result of KiwiRail's own short-sighted thinking".

"KiwiRail chairman Trevor Janes is blaming earthquakes and old locomotives requiring maintenance – but conveniently forgetting why those old locomotives are still in service," said Wayne Butson, general secretary of the RMTU, which represents more than 4600 workers in rail, roading and ports.

"KiwiRail shut down local manufacturing at the Hillside workshops in Dunedin and chose to import locomotives from China to save money. These models have been a nightmare – unreliable, full of asbestos, and constantly delayed.

"The old DC locomotives wouldn't be running, and requiring expensive repairs, if KiwiRail had bought Kiwi-made and supported Kiwi manufacturing," he said.

KiwiRail transports about 25 per cent of the country's exports and supports tourism.
 
#387 ·
"The old DC locomotives wouldn't be running, and requiring expensive repairs, if KiwiRail had bought Kiwi-made and supported Kiwi manufacturing, he said"
So what makes NZ produced locomotives any better than something that other countries can produce? Any argument for having locomotives built in NZ is entirely an emotional and political one about keeping jobs in NZ and supporting NZ industry and the like - which largely has little bearing on economics, practicality or suitability for a NZ made locomotive.

The fact is, modern railway locomotives are sophisticated pieces of machinery, which are usually custom designed and built to suit a specific operating environment... The scope for technical issues and problems is vast, and any politician or other "couch engineer" who believes that railway locomotives are highly refined cookie-cutter products that roll off the production line as a perfected product that has had decades of refinement are deluded. There is zero guarantee that a locally designed and built locomotive is going to be any better than a foreign built one.

If you want a great example of this then look at Londons Central Line... the 1992 Stock was designed and built by British Rail Engineering, the engineering arm of what was British Rail... yes, they built brand new custom built rolling stock for London's Central Line... which were probably among the least reliable of "new tube trains" ever built for London Underground.

Other tube trains have been built by foreign companies such as Alstom (French) and Bombardier (Canadian) with less problems. That's not to say that Bombardier and Alstom haven't had their share of problems over the years, but the point of my post is rebuttal for any statement that "Kiwis can build a better product" - because it is patently untrue, and, in the context of modern rail engineering, I'd say that on balance, the larger more established foreign companies would be a much better option... But of course, as the KiwiRail DL's have proven, there is still no guarantee.
 
#388 ·
So what makes NZ produced locomotives any better than something that other countries can produce? Any argument for having locomotives built in NZ is entirely an emotional and political one about keeping jobs in NZ and supporting NZ industry and the like - which largely has little bearing on economics, practicality or suitability for a NZ made locomotive.
I'm pretty sure that the last mainline locomotive "built" in NZ was steam powered, - I think we have "assembled" diesels here, but we certainly never "made" them....
 
#389 ·
There would probably be no reason stopping NZ licence building locos in NZ today apart from economics. NZ has had a steel industry since 1965 and at the moment still produces niche electronics although that may soon go unless Govt supports it.
Diesel technology has been around since the end of the nineteenth century and there is nothing sophisticated about it. Richard Pearce built his own engine in 1903 and that was as advanced as a diesel at the same time.
 
#390 ·
Diesel technology has been around since the end of the nineteenth century and there is nothing sophisticated about it.
In itself no, there isn't anything sophisticated about a diesel engine... but there is lots that is sophisticated when it comes to making a diesel engine efficient...

The proof here is the comparison of a 1960s diesel engine with the latest efficient units from various car manufacturers...

The amount of R&D and set up costs for NZ to actually be able to build a facility to make such locomotives would be ridiculous given that it's not like NZ would be in any position to make such equipment for offshore customers so that we can increase economies of scale.
 
#393 ·
Coastal Pacific rail service returning in December



KiwiRail's Coastal Pacific passenger trains will start running again on December 1 after a two-year hiatus due to earthquake damage.
Passenger trains will run again on the South Island's east coast almost 25 months after an earthquake destroyed large sections of the line.

The Coastal Pacific service, which runs on the Main North Line between Picton and Christchurch, will restart on December 1.

It's been on hold since November 2016 when a magnitude-7.8 earthquake caused extensive damage to the rail corridor and adjacent highway north and south of Kaikōura.

more:
https://www.stuff.co.nz/business/105892097/coastal-pacific-rail-service-returning-in-december


Shame they can't make it a year round service like it use to be with less carriages over winter especially the mountains look nicer with snow on.
 
#397 ·
The problem is there are not enough carriages to go around...
Made worse by the fact that the Norther Explorer continues to have a growth spurt and the 'Alpine would need those 'Coastal carriages for its seasonal high loads.

KR needs to get that "mystery" order for North Island carriages sorted out.
 
#400 ·
The irony is in Dunedin right now, old Auckland commuter carriages are being turned into the Antipodean Explorer luxury passenger train...In the old Hillside railway workshops...Where the current modern AK fleet were built.
It could be a case of watch this space. This was where the GWRC "big window" SW carriages were refurbished from the old BR stock and back then a still financially battered Tranz Scenic could only look on in envy.
 
#401 ·
It could be at a similar fork in the road as the Wellington regional renewals. If they order a good amount of carriages to cover both islands’ long distance/tourist routes, there could be greater opportunities for higher frequencies, redundancy (and longer trains) and even new routes.

I’d say the urban/regional routes up north, as with Wellie, should be DEMU based however.
 
#404 ·
I don't think it's practical to expect the manufacture of all of our goods to be done here in NZ. In terms of locomotive building, I think a local assembly plant to complement the broader KiwiRail operation isn't a bad idea. But to manufacture the locomotives from scratch in NZ is a major cost, and it's one that most countries are shifting from. It's cheaper and more practical to source the parts from the places that manufacture them to the best standard at the best price. But I do feel that there is an argument to made for a local assembly plant.

Kane makes a good point, where do you draw the line? I think a local assembly plant makes sense as part of the broader KiwiRail operation as it's a SOE. But again, where do you draw the line? I guess, it could be drawn around State-Owned Enterprise. Just an idea?
 
#405 ·
Kane makes a good point, where do you draw the line? I think a local assembly plant makes sense as part of the broader KiwiRail operation as it's a SOE. But again, where do you draw the line? I guess, it could be drawn around State-Owned Enterprise. Just an idea?
But the biggest issue is that it adds additional costs in to Kiwirail's business model, and their primary competition (the private trucking industry) end up undercutting them and taking business from them...

So unless the government directly wears to cost, it simply hurts Kiwirail's competitiveness
 
#409 ·
Lots of govts all over the world have local content rules around supply of major items. There's no reason why if our govt said local assembly is a requirement for rolling stock that kits couldn't be shipped to NZ and assembled here. I can't see it adding significantly to the cost.

We make paper in NZ so I'm sure the govt could find a local supplier of photocopier paper.
 
#411 ·
Completely agree, but the government cannot do it on a one-off occasion to appease a particular group... eg: Kiwirail engineers building rail wagons... otherwise, the government will simply be setting a precedent that will only come back to bite them in the arse.

My point is clear, yes, I would support a government sourcing from local suppliers and manufacturers, but only if they develop a robust policy framework first, which sets realistic parameters and boundaries on when the government is allowed to go elsewhere... For example, they could allow say a 15% cost handicap for NZ vendors, but if the cheapest NZ vendor is say 20% more expensive than say an offshore vendor, then the government has the right to go offshore. I believe we have some element of this already, but clearly it's limited. Other considerations could also include the number of jobs at stake, geographic location of the vendor (eg: supporting regional economy) and other things.

Otherwise all that ends up happening is local supplier(s) will lobby the government when they are about to award a contract to an offshore supplier, play the "hundreds of jobs on the line" emotion card, government then bows to pressure, and then the mee-too attitude kicks in with every man and his dog trying the same trick next time.

It may well sound like a political win for the small guys if public pressure can force a government to back pedal and award a local supplier a contract, but it does nothing to help political stability... Like I said, now that nurses and teachers are on the strike action band-wagon knowing that a Labour govt is likely to cave in to the public pressure, watch and see whose next!
 
#412 ·
Passenger trains restart on Coastal Pacific between Picton and Christchurch​



The first post-earthquake passenger train between Picton and Christchurch will be on the rails on Friday, carrying some of the workers who made it possible. The line was badly damaged in the magnitude-7.8 earthquake in November 2016, after dozens of massive slips covered the rail corridor and mangled large sections of the tracks. A commemorative train will leave Picton at 8am, carrying workers, Kaikōura locals, iwi members, tourism representatives and government officials. The regular Coastal Pacific tourist service will resume on December 1, marking a return to full services on the line. KiwiRail acting chief executive Todd Moyle said re-opening the line was "critical to regional economies". He said pre-quake, the Coastal Pacific brought about 42,000 passengers a year into Marlborough and Kaikōura alone. "These passengers were estimated to spend $34 million across the two regions, supporting about 300 local jobs." Moyle said he could not praise highly enough the workers who undertook the "massive task" of getting the line ready to carry passengers again. Overnight freight services on the line had been running since September 2017, though they had to be put on hold several times due to bad weather. The line was kept clear during the day so work could continue. Daytime freight services started on the line in October.

Stuff.co.nz
 
#413 ·
And more good news for the service:

$40m for Coastal Pacific as first post-quake service marked in Kaikōura​

KiwiRail's Coastal Pacific passenger service is getting a $40 million investment, making it a year-round service, Prime Minister Jacinda Ardern has announced. The cash boost, through the Provincial Growth Fund, is expected to bring $82m into the Marlborough-Kaikōura region by 2027, creating up to 400 jobs. Ardern made the announcement at Kaikōura Railway Staion on Friday after taking the first Coastal Pacific train since the 2016 earthquake. She also revealed the train stations in Kaikōura, Picton and Blenheim would receive upgrades as part of the investment.
Stuff.co.nz
 
#416 ·
Although buried in the Kiwirail announcement was this,
https://www.kiwirail.co.nz/news/549/78/Coastal-Pacific-to-start-premium-service/d,news.html
“The $40 million investment will allow KiwiRail to run the Coastal Pacific all year round, add an additional 63-seat carriage to meet demand in peak season, and add a new luxury premium carriage which will offer more space and high-quality food and beverages to go along with the spectacular views
It was flushed out by todays $40 million for the Tranzalpine
https://www.kiwirail.co.nz/news/550...-bring-tourists-to-the-West-Coast/d,news.html

The Government’s $40m investment in the award-winning TranzAlpine scenic train will bring thousands more tourists onto the West Coast each year, creating jobs and enabling other tourism ventures, KiwiRail Acting Chief Executive Todd Moyle says.

The investment, announced by Regional Economic Development Minister Shane Jones today, includes adding a further two passenger carriages and a new premium service to the train, which links with the Coastal Pacific’s premium service announced last week.
Now all governments pour money into Kiwirail, but I do wonder what sort of return we actually get...
I mean surely they could use some funding to stick a "2nd class" coach on the back to allow these trains to be used by regular kiwis + back packing tourists etc to get from A to B... just a thought...
 
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