I agree with most of the suggestions but I have to say most of them are already on the book (the grand plan that may or may not be executed), e.g. While the comment might not be true Kiwirail are certainly putting up a lot of obstacles. Have heard there’s a lot of cases with this service of “what would Auckland know” and advice/experience from AT and other Aucklanders being ignored. What did the Melbourne upgrades cost roughly, I suspect they did quite a major upgrade compared to what could be achieved here for far less with the Waikato – Auckland services. The Waikato Regional Council is pushing both AT and Kiwirail to have Te Huia terminating at Puhinui as soon as possible and ultimately The Stand. certainly on the 2nd train on day one I didn’t have a long wait, and we were early. I was more thinking about what could be done right now to improve journey times until Puhinui gets its third platform which would be at least a year away even if they decided they were going to do it today. Though the scene was quite different on Saturday, it’s first weekend run with passengers reportedly left behind. “The most foolish thing would be to look at current Te Huia volumes and decide to make no further investment in rail”: this is what I fear will happen. Exactly Zippo. They think that running push is unsafe, but aucklands diesel trains did it for years so who knows. Interesting! [22] In 2019, there was also discussion over the level of NZTA funding. Once electrification is finished to Pukekohe, the Te Huia services could stop here instead of Papakura and then run express to Puhinui and Otahuhu. Currently, the Te Huia is a ‘workers’ train for people of live in Hamiton. While time does have to be allowed for all passengers to tag off and then tag on (national integrated ticketing can’t come soon enough) and conflicts with the Pukekohe shuttles have to be avoided, that would feel like quite a long time to wait. You can benefit from great savings when buying your train tickets in advance. Such a breakdown would probably show that the costs of using cars to transport the crews would be less than the substantial costs of running extra lower-patronage trains plus the excess unproductive crew time in waiting for and travelling on those trains. I was on the first revenue service of Te Huia on 6 April and 17 April. months. This would address the current issues with public transport when it needs to cross regional boundaries. The daily traffic volumes between Ballarat and Melbourne are around 22,000 plus 12,000 train passengers, isn’t hugely different to the 26,000 vpd between Hamilton and Auckland. A lunchtime return service would be helpful. and there is no Bus to get to Frankton station without taking a route march from a main road . Even from the city centre it is an hour. Surely this govt wants this trial to be successful so I can’t understand why they wouldn’t have wanted to get this issue resolved so that when Puhinui reopened Te Huia could stop there for an early improvement and win. Don’t get me wrong, I just mean there will be fewer existing tech / product we can take or purchase. The line upgrades, full double track, curve easement, and formation stiffening, and or bypassing the swamps needs to happen anyway to reduce maintenance costs, wear and tear on tracks and rolling stock and service time improvements for all services freight included. The return service will depart from Papakura at … Here I am standing at the bus stop in Balmoral for 14 minutes for the 11:03 bus. With the Kaimai Tunnel already completed by then, the East Coast Main Trunk does not share the sinuous heavily-graded mountain-railway characteristics that drove the NIMT electrification (and NZR was corporatised before the NIMT electrification was started.). But that only comes if we decide that there’s a benefit to training. Press Release: Taxpayers' Union. And the silliest thing is that the crew that came up went back to Hamilton by car and then they brought up tthe Afternoon crew the same way , WHY ? The reality with public transport is it takes time to grow usage as people don’t immediately change their habits. PM Jacinda Ardern launched the new Te Huia service connecting Hamilton and Auckland estimated to remove up to 73,000 return car trips annually. It is similar with the Capital Connection Palmerston North and Wellington service. Combined with some of the other features of the service I don’t think the service meets what we might consider a ‘minimum viable product‘. Puhinui is a better option though. Well said! It needs to decide whether it is an all stops slow service serving the small towns in between (this makes some sense to me) or a rapid connection between Hamilton and Auckland (that sounds like a money pit). The other major problem Te Huia has is the state of public transport inside Hamilton. I just can’t see how that investment (potentially billions) can be justified to carry a few thousand people a day at best: I am sure we have better things to spend money on. Heather du Plessis-Allan , Publish Date. between Hamilton railway station and Papakura railway station with stops at Rotokauri (a new station near The Base shopping mall on the outskirts of Hamilton and the site of the former Te Rapa railway station) and Huntly railway station (to be upgraded).[32]. Comments like these “white middle-class thumbs-with-beards don’t deal with ANY of these problems” are the real heart of the problems we have. This would certainly be worthwhile project for the Government to fund to help reduce transport carbon emissions on this busy route. On the Britomart-diesel issue, I don’t actually see a need to go all the way there anyway. Those travelling further north into Auckland would have the ability to transfer to either a Southern or Eastern line train making that transfer easier. Are there any riders transferring from the bus? Even if the numbers through to the CBD don’t ever stack up and its decided to terminate at Puhinui, we’ll have a Waikato regional service which is integrated with the AT metro network, allowing (through Puhinui) connectivity with RTN services going North, west and east, via a simple, single, transfer. There is much to do after National ran the business down. The maintenance and improvement of both networks should be separate from the operation of vehicles over them. As I understand, it is future proofed for 4 platforms, build the third one now, it will be useful for terminating AT Metro trains as well as Te Huia. That would give a comfortable vehicle which could be used under the wires into Central Auckland and Wellington, but diesel where there are no wires or when the power has to be turned off. The strand was the of central akl station. Cross your fingers! I can’t see it stopping at Middlemore. Commuter trains last ran between the two cities in 2001 after an unsuccessful 16-month trial. I would like to see regular riders’ observation about transfer experience: do they see the bus arrives before the Te Huia train departs from Rotokauri? And with the likes of Pokeno , Tuakau and TK who controls that area ? An additional station at Te Kauwhata is most likely to be done with lowest cost and is a good distance between the current ones with pretty good population with plans for quite a bit more I think from memory. If the short term improvements prove successful more trains will be needed. But in the suburb where I live the buses don’t start to run until after the later morning train has left. I am based in Hamilton and travel to Auckland and back every weekend. A termination at Otahuhu (or even Puhinui itself) still caters for a lot of commuters from the Waikato, via a simple transfer (or two). To my mind that is a much more significant issue to address than the use of cars or taxis, and it would be helpful to have the full background. Yuen -The Te Huia is a 4 carriage set carriages with a maximum of 158 seated. There is a station (The Strand) only a couple hundred meters outside Britomart. Standard overseas designs tend not to fit here. Starting at 5am, the day was broken up into five runs, which allows for meal or rest breaks, and finishes at 5pm. What is required. I think one possible solution here is that the service actually needs to become part of the Auckland network. Thanks, Matt. This train could then return from Hamilton in the late afternoon to be back in time to run the last evening service from Otahuhu back to Hamilton. Not sure if low hanging fruit normally have a $10 million price tag, especially for a service that is only ever going to run a few times per day. If nothing else this highlights the absurdity of not being able to use the driving cab, which would negate the need to turn the train at Otahuhu. TP – the level of commitment and funding is about the same as there was for electrifying Auckland’s network in 2003 when Britomart was open. Was it fully paid for by Waikato regional council? Then there’s the swamp section, the detour through Pukekohe, the bridge at Ngaruawahia etc etc. Yes so cold and impossible to sleep, but I wouldn’t say it was worse than the bus. Would not add Taukau as a stop. Where’d you get that information from. The Palmerston North to Wellington service was carrying around 340 passengers per train last week. The key would be to ensure that there was actually enough capacity for going south of Auckland. Yet here we are and this will be opening with only the one platform. John Campbell was about to catch a train. Low interest in the opening run of the Te Huia train … Not bad for a wet Monday, 200+ on Saturday apparently. Once Auckland/Northland track upgrades & fix ups are done, surely some work on this Waikato end of line can be done, would be great for freight too. For short term, I would be happy to see ‘replacement buses’ on Saturday’s when Te Huia is not available, to build up regular passengers who want to have a relaxed trip to Auckland on weekends. It putts along slowly though to allow not catching up with the AT Metro ones. Turning trains at Papakura is not a problem as all that is needed is another locomotive which is facing the right direction to be stationed there. It’s the very definition of low-hanging fruit. Passenger trains, which is much lighter and shorter and need much less power, are about speed and frequency. There is a reason it has been an asset managed into decline: not enough people were using it. When looking at the costs mentioned for expanding the Te Huia service and the large subsidy the service requires, it would be interesting to see a full breakdown of the actual costs from KiwiRail for running the services – including how much they are currently spending on sending the crew in a car from Westfield to Hamilton and back each day. I would add that extending the service to Puhinui would also allow a single transfer to the eastern line, Most significantly Sylvia Park, which could be a significant shopping destination for weekend users. The question is what is the cost of running a si for service, as the capital cost of the rolling stock is already spent. Passengers will then have to swap onto the Auckland commuter line. Tue, 13 Apr 2021, 4:44PM. [16] Labour MP Jamie Strange expected the service to be operating by the end of 2019. Labour MP Jamie Strangeexpected the service to be operating by the end of 2019. What should have happened initially, to operate one morning service with connecting buses at Rotokauri station using a 4 or 5 carriage train set departing Frankton 6.28am/6.36am from Rotokauri to Papakaura returning to Hamilton at 8.30am and depart Frankton 4.30pm/4.38pm from Rotokauri to Papakura and returning to Hamilton as the 6.25pm from Papakura. Running to otahuhu makes sense. Pokeno is going to have a station at some point, build it now and people who move there will be able to plan around catching the train and Te Huia will be a lot more viable, thus requiring a smaller subsidy. Potential improvements included taking the train to a more central stop in Auckland, adding more services, and creating more stops in towns between the cities. The numbers don’t sound bad for the first week of a service with two trains a day at unsociable hours. 6 April 2021. Capacity issues aside (into Britomart). A couple of years ago I stayed a few days in Aachen, Germany, right near the border with the Netherlands and Belguim. The thing is Auckland has a motorway network so on long distances you can go faster than on local roads, however it doesn’t have the equivalent on public transport.
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