Busting the myths of 'romantic rail'

The Future is Rail organisation promotes an evidence-based vision for reviving longer distance passenger rail. We see countries all around the world investing in rail, including a revival of night trains. When Kiwis travel in Europe or Asia they often enjoy travelling on fast modern trains. But, back in New Zealand, there are lobbyists who see us as an exceptional country. Exceptional, in that they see us as a nation where rail should be viewed as an impractical romantic vision.

Tim Hurdle is one of these people. On July 23, 2024, Hurdle, a former Senior Advisor to the National Party, published an opinion piece in the Dominion Post with the title ‘The Harsh Realities Beyond the Romance of Rail’.

This was republished in several sister papers.

As with many of the most vocal opponents to rail, the op-ed contained many misleading statements. Here we explore 15 of these myths.

“The IREX project failed”

This project did not fail, the Coalition Government cancelled the funding for IREX and this has nothing to do with rail transport per se.

The new purpose built, road and rail ferries were in fact an exceptionally good price. It is reported they would cost 40% more if ordered now to purchase the same high-quality ships.

Port facility upgrades did incur large increased costs at both terminals, this mainly due to changes in earthquake and tsunami building regulations and post Covid increases of construction and material costs. There was also an amount of future proofing at terminals which were intended to be available as multiple operator facilities, at some time in the future. Adding to port development issues included a late change of location for Wellington’s originally planned terminal. This was to be ideally located at Kings Wharf, which has a much superior seismic profile, was more convenient for users and an ideal location operationally. It is worth remembering that port facilities are currently at the end of life and will require to be rebuilt and upgraded – regardless of what ships are used in the future.

Currently New Zealand is left hanging without new Cook Strait road and rail ferries, a critical link for both national road and rail networks.

“New Zealand is a long, narrow country with tough terrain for railways”

New Zealand’s topography is not particularly unique in the railway world, roads also share these challenges. Think mountainous Switzerland or the long thin volcanic islands of Japan, both with great rail networks.

Investing in electrified railways, targeted improvements to track alignment, new locomotives and passenger equipment modernises railway operations and reduces rail travel times and makes better use of what we already have.

Modern tilt trains are a good example of using equipment to overcome network challenges. Tilt trains can navigate curves at a higher speed and therefore increases the average speed of a trip, thus reducing travel times using existing infrastructure.

Communities have been built up around railways. Most of our major cities and regions are connected by rail – making modern passenger rail connectivity very much achievable.

“Unusually narrow gauge..... means the trains can only safely go at slower speeds”

New Zealand uses 3 foot 6 Inches Cape Gauge, that is not “unusual” and is used extensively in many countries around the world: Japan, Taiwan, South Africa, the states of Queensland & Western Australia to name a few. Whilst there are some limitations around our track gauge and true high speed, Cape Gauge railways can easily achieve 160km/h on well-maintained infrastructure. Alongside well-maintained track infrastructure, tilt train technology increases a trains average line speed, by negotiating curves 10-15% faster – increasing the average speed makes for a meaningful reduction in travel times.

• A number of successful rail systems use the narrower 1 meter gauge: Malaysia, Thailand, Vietnam etc.

• Malaysia operates their meter gauge ETS Inter-city trains at an average in service speed of 140km/h (the record meter gauge test train in Malaysia reached 180km/h).

• Modern tilt trains operate in Japan and Queensland with an in-service speed of 160km/h.

• In 1978 South African Railways conducted speed trials, reaching a top speed on 245km/h on the same track gauge as New Zealand.

• Some of the heaviest and longest ore trains in the world operate over the Sishen – Saldanha heavy-haul line in South Africa, as well as massive coal trains to Richards Bay, South Africa – both lines operate using the same track gauge as New Zealand.

“Building new rail networks is super expensive as the Auckland light rail debacle showed”

The Auckland light rail project is no reflection of rail transport itself. It was its own unique Auckland urban transport project, which was quite rightly to run through some of the busiest parts of Auckland.

As the city grows (and Auckland is growing fast) more alternatives to roads will be needed. Providing attractive alternatives to driving is an important way to keep the city from reaching gridlock. This particular project was intended to be truly 'first class', however, in all likelihood it was over scoped, with much of the right of way planned to be underground or elevated. There is no getting away from the fact that for light rail to be effective it needs to operate through densely populated areas, this requires costly re-engineering of underground services and road traffic mitigation whilst construction takes place.

Future transport plans should include building a scaled back version of light rail in Auckland, so as to connect non-rail enabled districts to the heavy rail network.

“Kiwis go overseas..... They wonder why we haven’t got these miracles of engineering when they get home”

Indeed – New Zealand is crying out for modern passenger rail to link our cities and regions; alongside improved and expanded integrated rail freight, which will reduce damage to our roads caused by heavy trucks.

All it takes is the political will – and a plan of staged investment and improvements.

“There’s a notion internationally that cities need over 2 million inhabitants to benefit from a large scale urban rail system”

Any urban rail system will fit the size of its given task. Wellington is a good example of a well sized, well used and beneficial urban rail system – which is improving and expanding as needs require. Wellington’s greater regional population currently stands at 550,500. Population growth in the Wellington region averaged 0.9% over the last five years.

“Auckland struggles to operate a full rail service due to its geography and low population density”

Full (uninterrupted) rail service has not always been possible over the last 20 years, due to massive upgrade works and general re-building of assets, KiwiRail once commented it was like changing a tire on a car whilst it is still moving.

Passenger rail trip numbers have grown steadily since 1993, this helps road users by freeing up space on roads. Since 1993 a program of gradual improvements started, including: building of Britomart station, electrification of the system, new trains, new lines, rebuilt stations, increased frequency and the integration with bus services. This has all had a dramatically positive impact on passenger rail usage.

New investment includes the City Rail Link tunnel (initiated by the previous Key government), third main in South Auckland, additional trains, electrification to Pukekohe and additional stations – this will further add to the passenger rail growth momentum

Auckland’s population is growing fast and expected to reach 2 million people before 2030, meaning passenger rail will be needed more than ever, to provide transport alternatives which will help to reduce and avoid road traffic congestion. None of this has anything to do with geography Tim.

“Billions of dollars poured into the City Rail Link project...... But the business case that justified that spend said we’d only get back 44 cents for every dollar spent”

City Rail Link is a transformational project started by a National Government in 2010, built with Auckland’s future and growth projections in mind. City Rail Link will double passenger rail network capacity, significantly reduce travel times on many sectors at the same time as opening up convenient access to the Auckland CBD for regional and future inter-regional rail users.

City Rail Link economic benefits to Auckland are valued at $11.928 billion.

“some level crossings could stop road traffic for 30-45 minutes of the hour in peak times...”

Church Street Road crossing is soon to be removed and there is a program being developed to remove level crossings from the Auckland rail network, this includes road and pedestrian crossings, these are to be ranked in order of propriety for removal.

“Other NZ cities muse about rail for their transport network..... like Rolleston or Rangiora to Christchurch...”

Of course, commuter rail makes sense in Christchurch, as it does in Dunedin.

Christchurch and Dunedin previously had suburban rail systems, rail track infrastructure remains in both cities and tracks already pass through a string of heavily built-up communities. Some stations remain. However, new stations can be sited at locations that might be more ideal in a modern setting.

Canterbury is New Zealand’s second biggest region and Christchurch is our second biggest city, road traffic issues are growing and there is a community desire for better travel choices.

Commuter rail will unlock many advantages: better connected communities, reduced transport emissions, improved economic opportunities, reduced road traffic congestion, improved transport choice and resilience, and improved productivity.

As with Wellington, new commuter rail networks would be sized for the need of each city.

New trains can be ordered on the back of new train orders for Wellington or Auckland, thus standardising equipment, making procurement simpler and cheaper.

Christchurch commuter rail could include:

• Amberley to the North

• Central area Moorhouse Ave station (possible future cut and cover link up Colombo St and new underground station built around the current bus transfer depot)

• Lyttelton to the East

• •Rolleston to the South

Dunedin commuter rail could include:

• Port Chalmers to the North

• Mosgiel to the South (including a possible link to the airport).

“People also like to dream about inter-regional travel”

Indeed, people want more travel choice, the ability to work or rest whilst on the move, avoid (and reduce) road traffic congestion, and the ability to reduce their travel related emissions.

Government has recently shown commitment to inter-regional passenger rail by investing over $800 million to develop a network of services for the lower North Island. This investment has an excellent cost benefit rating and will better connect Wellington to Palmerston North and Masterton using brand new low emissions trains.

People want more inter-regional passenger rail and the success of Te Huia is just the tip of the iceberg. New Zealand needs a centralised planning and development agency for passenger rail and integrated bus transfers – national public transport planning and funding, in much the same way the State Highways are planned and funded.

“Some hanker for the return of a night train...”

Yes, indeed modern night trains are an excellent way to conveniently connect cities and regions, reduce emissions, provide travel choice and improve transport resilience. Many countries around the world are embracing modern night trains, investing in new trains and starting new services, New Zealand should be no different. Auckland to Wellington is recognised as an almost ideal route for modern night trains, an almost perfect distance linking four large cites as well as numerous smaller communities. Modern night trains would enjoy convenient departure and arrival times city-centre to city-centre. Overnight travel is an excellent use of time.... sleeping the kilometres away in a comfortable bed.

Fact is, most infrastructure needed is already in place, making this an easy, quick and relatively low-cost investment with high value gains. Modern, smooth and quiet, self-propelled trains, of electric-hybrid (almost zero emissions) type, could use existing electrified sections of railway – two thirds of the route is already completed, between Auckland to Pukekohe and Hamilton to Palmerston North.

Modern night trains could use a lay flat seating configuration, similar to Queensland Rail tilt trains operating between Brisbane and Cairns. This would make these trains more flexible and also available to be used for daytime operation, such as possibly continuing on to Whangarei after a morning arrival into Auckland, or a quick return run to Tauranga.

Paul Callister and Robert McLachlan delve into this issue.

“Other regional destinations have less passenger demand, freight-only lines and no infrastructure”

All existing railway lines once had passenger service in one form or another, infrastructure such as rail tracks, tunnels, bridges and signals are already in place to many regional destinations. Yes, rail infrastructure needs to be upgraded in many areas, and some cases new infrastructure provided (stations etc.). However, this can be achieved incrementally and in a staged way as the system develops, to make improvements manageable.

“Cars are extremely convenient for most of us”

People who use trains help to provide space on roads for those who choose to drive, it is also worth remembering that not everyone can drive, should drive or even wants to drive.

Without transport choices (such as passenger rail), people are forced to drive – or simply not travel at all.

“Rail relies on old rolling stock and 30-year-old locomotives, expensive to replace”

Yes, a long legacy of non-investment and neglect has harmed rail in New Zealand. However, brand new very low-emissions locomotives are due to start arriving from Spain, these new locomotives will be used on all services including passenger rail.

Government has approved and funded brand new trains for lower North Island services, including increased frequency between Palmerston North and Masterton to Wellington.

Rail equipment and infrastructure is enduring and lasts a long time, locomotives for example are usually written down over a 30-year period.

“Commuter trains work delivering the workforce of offices in the 9 to 5 world”

One of the big advantages of passenger rail is that people can easily work, sleep, rest, read, watch a movie, enjoy a coffee or even G&T whilst on the move. This ability to work or rest makes time travelling by rail usable and productive.

The success of Te Huia has shown good demand for off-peak travel, it is expected that demand will be high for Capital Connection off-peak and weekend services when these are introduced on this route.

People travel by rail for all sorts of reasons – not just to get to work.

Conclusion

‘The Value of Rail in New Zealand’ report (Ministry of Transport, February 2021) shows that railways bring over $2.14 billion in benefits to New Zealand each year.

Rail transport is also key to reducing emissions in the transport sector, our fastest growing area of emissions pollution. Rail transport is inherently a very low emissions form of transport. Steel on steel provides low rolling resistance, which means low fuel usage and low emissions. Electrified rail is even better, almost zero emissions with modern trains being able to generate power which is fed back into the national grid when breaking or travelling downhill, via regenerative breaking technology.

Electrification of rail has the benefit of improving infrastructure which can be shared by both passenger and freight movements, increasing efficiency, speed and attractiveness of rail operations.

The romance of rail comes not from looking back. It is looking forward to when modern passenger trains are once again linking our towns and cities.