Rail transport in New Zealand
From Wikipedia, the free encyclopedia
| Rail transport in New Zealand | |
|---|---|
| Locomotives of New Zealand | |
| List of New Zealand railway lines | |
| List of Auckland railway stations | |
| List of Wellington railway stations | |
| Rail operators of New Zealand | |
| Toll Rail | |
| Veolia Auckland | |
| Tranz Metro | |
| Tranz Scenic | |
| Taieri Gorge Railway |
Rail transport in New Zealand consists of a network of 1067-mm gauge lines, reaching virtually all cities and major towns in both the North and South Islands. Rail services are focussed primarily on freight, particularly bulk freight, with limited passenger services on some lines.
Contents |
[edit] Infrastructure
[edit] Network Ownership
Ownership of the national rail network is vested in a government-owned organisation, ONTRACK (the New Zealand Railways Corporation). Rail services are run by private companies. The primary operator is Australian-owned Toll Rail, and Veolia operates commuter services in Auckland.
From 1993 to 2004 the network (including track) was owned by a private company, Tranz Rail. However, the track has since been renationalised.
[edit] Track
The New Zealand rail network has around 3898 km of tracks, of which about 500 km is electrified. 1067 mm (narrow) gauge was chosen due to the need to cross mountainous terrain in the country's interior. Difficult terrain has necessitated a number of complicated engineering feats, notably the Raurimu Spiral. There are 1787 bridges and 150 tunnels. The network reached its peak in 1952, with some 5700 km of line.
The network has been the subject of major upgrading works on a number of occasions. The most major of these were the Tawa Deviation in Wellington, opened 19 June 1937; the Rimutaka Deviation to the Wairarapa, 3 November 1955; and the Kaimai Deviation in the Bay of Plenty, 12 September 1978. All of these involved major tunnelling works, of around 8 km each in the two latter cases. Significant infrastructure improvements were also carried out on the North Island Main Trunk in the mid 1980s, some as part of the electrification scheme.
See also: List of New Zealand railway lines, Tunnels in New Zealand
[edit] Motive Power
Until the 1950s, most motive power consisted of steam locomotives. There were three sections electrified at 1.5 kV DC (Wellington suburban, Christchurch-Lyttelton, and Arthur's Pass-Otira), of which only the Wellington suburban lines are still electrified. Dieselisation began in the late 1940s with shunting engines; the first main-line locomotives, the DF class, were introduced in 1954. By 1967 steam had virtually disappeared from the North Island but remained in the South Island until 1971. Since 1983 a small number of privately owned steam and diesel locomotives have been permitted to operate special trains. In 1988 electrification of the North Island Main Trunk between Palmerston North and Hamilton, at 25 kV AC, was commissioned.
[edit] Operations
[edit] Freight
Freight operations are now carried out by Toll, formerly Tranz Rail. Freight provides the overwhelming majority of revenue traffic, largely bulk traffic, with general freight being largely restricted to containerised and palletised products. Major bulk freight includes coal, lime, steel, wood, paper pulp, milk, cars, fertiliser, grain and containers.
Most freight services are geared towards export industries. Many services emphasise capacity. For example, coal services on the Midland line are headed by two class DX locomotives, and generally consist of 30 coal hopper wagons, with a total capacity of 1600 tonnes.
Since Tranz Rail had been accused of forcing freight onto the roads, the government has required minimum level of freight tonnages for Toll to keep its monopoly freight rights on most lines. In 2002, Tranz Rail introduced a controversial containerisation scheme that assumed that most freight would be carried in containers on unit trains made up of fixed consists of flatdeck wagons. Container loading depots were constructed at the major freight terminals. Freight levels have now reached the level that they were at when the railway had a virtual monopoly, prior to 1983. After the 1982 deregulation much rationalisation of freight facilities occurred; many stations and smaller yards were closed and freight train services were sped up.
[edit] Long-Distance Passenger Services
Long-distance passenger services are operated by Tranz Scenic, part of Toll. In the heyday of passenger rail in the 1950s and 1960s most provincial routes had railcar and locomotive-hauled passenger services, but now there are only four long-distance trains: the Overlander between Auckland and Wellington (which was to be withdrawn in September 2006, but allowed to continue, albeit on a reduced timetable), the Capital Connection between Wellington and Palmerston North, the TranzCoastal between Picton and Christchurch, and the TranzAlpine between Christchurch and Greymouth.
The Southerner, between Christchurch, Dunedin and Invercargill, ceased in 2002, and services to Tauranga (Kaimai Express), Rotorua (Geyserland Express), and Napier (Bay Express) in 2001. The Northerner night-time service between Auckland and Wellington ceased in 2004.
[edit] Suburban Passenger Services
Toll also operates Tranz Metro suburban passenger services in the Wellington region. There are four lines, all electrified except for Upper Hutt to Masterton. Tranz Metro uses EMUs, and diesel locomotives on non-electrified services. In the 1930s Wellington was the second city (after Christchurch) to have electric suburban trains, and today it is the only city with them. Wellington is regarded as having the best passenger train system in New Zealand for this reason.
For many years Tranz Metro also ran suburban trains in Auckland, the largest city in New Zealand. However, in mid-2004 Connex (now Veolia New Zealand won the contract to run them - Tranz Metro did not tender. There are three lines: the Southern Line, Eastern Line and Western Line. All trains are diesel-operated, using both DMUs and locomotive-hauled trains. There are plans to build new lines and electrify the existing lines to improve the quality of service. The Auckland rolling stock is owned and services funded by the Auckland Regional Transport Authority (ARTA).
[edit] Heritage Passenger Services
Four heritage rail operators, the Railway Enthusiasts Society, Steam Incorporated, Mainline Steam Trust and the Otago Excursion Train Trust, own and operate their own carriage and mainline-certified steam or diesel locomotive fleets. These groups have operated special excursion trains on the national network since 1978, and have been allowed to use suitable locomotives to haul these trains since 1983. A small number of other groups have overhauled their own locomotives for main-line use with either heritage or public passenger carriages.
[edit] History
[edit] Provincial beginnings
The railway network was initally constructed by the provincial governments of New Zealand from 1863 onwards. New Zealand's first public railway was opened in that year at Ferrymead by the Canterbury Province. The Canterbury Provincial Railways were built to the broad gauge of 5 feet 3 inches (1,600mm). On 5 February 1867, Southland Province opened a branch from Invercargill to Bluff to the international standard gauge of 4 feet 8.5 inches (1,435 mm). At this stage, central government moved to adopt a national gauge at 3 feet 6 inches (1067 mm) narrow gauge. The first narrow gauge line in the country was opened on 1 January 1873 by the Otago Province, the Port Chalmers Branch under the auspices of the Dunedin and Port Chalmers Railway Company Limited. Auckland's first railway between Auckland and Onehunga was opened in 1873.
[edit] Central government control
Following the abolition of the provinces in 1876, the lines were controlled by the central government, originally under the Public Works Department, and from 1880 under the New Zealand Railways Department. A few lines were privately built; only the Wellington and Manawatu Railway, nationalised in 1908, achieved any measure of success.
At the network's peak in the 1950s, about 100 lines were operating. There were large-scale closures of branch railways in the 1960s and 1970s. The network was initially protected from road transport competition, but during the 20th century, this protection was gradually eased until its total abolition in 1983.
The networks of the North and South Islands were independent of one another until the introduction of the inter-island roll-on roll-off ferry service in 1962 by the Railways Department, now branded The Interislander.
[edit] Corporatisation and privatisation
For most of their history, New Zealand's railways were administered by the New Zealand Railways Department, with the Minister of Railways being a member of Cabinet. In 1982, the Railways Department was corporatised into a new entity required to make a profit, the New Zealand Railways Corporation. In 1990, the core rail operations of the Corporation were transferred to New Zealand Rail Limited, a state owned enterprise, with the Corporation retaining non-core assets. New Zealand Rail Limited was privatised in 1993, with the new owners adopting the name Tranz Rail in 1995.
During the period of private ownership of the network, Tranz Rail was widely accused of diverting freight to its trucks and forcing other freight off the rails. It was also accused of deliberately running down some lines through lack of maintenance. The Midland Line, which mostly carries coal from the West Coast to Lyttelton, was assessed to be in a safe but poor state by the LTSA government safety body in 2003, and has needed major repairs. One of the reasons often cited for these policies was the subsidies given to road transport that were not available to rail operators. Tranz Rail was also alleged to have denied reasonable access to the rail network by heritage operators, who were faced with a lack of access to certification resources and high charges that made their operations marginally economic at best. In recent years heritage groups have also faced increased bureaucratic requirements in the arena of safety certification, as well as problems obtaining suitable public liability insurance.
[edit] Renationalisation
The Crown purchased the Auckland metropolitan rail network from Tranz Rail for $81 million in 2002. Tranz Rail retained slots for freight trains, and the Auckland Regional Council was granted slots for it to tender the operation of commuter passenger rail services. Control of Auckland railway stations not already local authority owned was transferred to an Auckland territorial authority owned company called Auckland Regional Transport Network Limited (ARTNL). ARTNL is now to be merged and become part of the Auckland Regional Transport Authority (ARTA), a subsidery of the Auckland Regional Council (ARC).
In 2002 shares in Tranz Rail dropped to a record low price as a result of its poor financial state. The government then considered various schemes for bailing it out in return for regaining control of the rail infrastructure. Cited reasons included moving freight traffic from road to rail and ensuring access to the tracks for all interested parties. Toll Holdings of Australia made a successful takeover bid for Tranz Rail, subject to an agreement to sell back the infrastructure to the government for $1. The government has since committed to $200 million of taxpayer funding on deferred maintenance and capital improvements via the New Zealand Railways Corporation, now trading as ONTRACK.
[edit] Accidents
New Zealand's most serious rail disaster occurred on Christmas Eve 1953, during the visit of Queen Elizabeth II, when a lahar washed away the bridge at Tangiwai. 151 lives were lost when the bridge collapsed as a Wellington-Auckland express passenger train was crossing it.
[edit] Workshops
Traditionally, the New Zealand Railways Department operated a number of major railway workshops throughout the country. The major railway workshops included: Addington workshops, Hillside workshops, Easttown workshops, Hutt workshops and Otahuhu workshops.
[edit] Heritage and Museum Railways
About 60 groups operate rail heritage lines or museums. Almost all are members of the Federation of Rail Organisations of New Zealand, and they include street tramways and bush tramways as well as railways. Large-scale rail preservation in New Zealand got underway in the 1960s when many steam locomotives were withdrawn and branch lines closed.
Rail museums in New Zealand usually focus around storage and displays of rolling stock with a short line of approx 1 km or more in length on which trains are operated. This covers most of the historic rail groups in New Zealand. A smaller number of lines are operated as heritage railways, usually on a closed section of a former national network branch line. Typically these lines are longer, usually 5 km or more, and most of their activities are focused on train operations with less emphasis on display and storage.
Current operations of the heritage railway type include the Glenbrook Vintage Railway, Bush Tramway Club, Waitara Railway Preservation Society, Weka Pass Railway and Taieri Gorge Railway. The Taieri Gorge Railway, which is a Local Authority Trading Enterprise of the Dunedin City Council, is 60 km in length, making it the most ambitious project of its type to date. All other lines are operated by voluntary societies. The Weka Pass Railway at 13 km is the most lengthy of these. The Bay of Islands Vintage Railway is 11 km in length, but it is in poor condition and has been disused since 2002.
