KiwiRail, the Government owned rail operator responsible for the Napier to Gisborne rail line announced May 18th 2011 "That Minor Lines in the NZ Rail Network would be reviewed". This includes the Napier Gisborne line. Kiwi Rail is struggling to make any money on this line, it has been that way for decades.Unless Anchor customers emerge to use the line for freight the line will either be closed or mothball by 2012
This announcement has been on the cards since the National Government took office in 2008.
What does this mean for a potential rail trail? An optimist would say it's looking more likely that a rail trail will prove a very sound option for a closed rail line.
Kiwi Rail's threatened closure press release this week has shocked those whom always believed the Napier- Gisborne line was sacrosanct.
The line will be closed to freight train traffic and be reborn as a walking and cycling rail trail, creating a sound economic return to the East Coast communities it runs through. Well, we certainly hope so.
Thursday, May 20, 2010
Thursday, August 27, 2009
Some say the rail line is "Sacrosant"
A few weeks ago Hawke’s Bay Today published an article with the headline “Cyclists eye rail line for Bay2Bay”.
The article outlined a group of cyclists enthusiasm to see the very under utilised Napier to Gisborne rail line rejuvenated into a Rail trail.
The group is not anti-rail. We simply believe that a combined cycle and walk way will give the region a better return, on a publicly owned asset, than keeping the rail line open.
We’re well aware that some people think differently. All we ask is for people to have open minds when weighing up the costs and opportunities of each option.
There are numerous examples of Rail trails in Australia, Europe, USA, Canada and the United Kingdom. A rail trail is a multi-use tourism and recreation facility. The best example we have in New Zealand is the Central Otago Rail Trail between Middlemarch and Clyde in the South Island. A 150km cycle / walking journey.
The Napier to Gisborne Line would make an excellent Rail Trail.
If built a 200km rail trail connecting Napier and Gisborne would provide a 3 to 4 day cycle journey amongst stunning East coast landscape, from rugged hill country farmland to forestry and coastscapes.
A number of impressive viaducts and 20 tunnels would certainly provide an interesting journey for cyclist and walkers. The rail trail would cross the Mohaka viaduct 270 metres long and 97 metres above the Mohaka River, New Zealand’s highest viaduct. The longest tunnel is 3.1kms long.
The delightful Hawkes Bay climate would entice riders to make side trips to rivers, beaches and historic sites. The trail would be used in all seasons.
Wairoa the town to gain the most from the rail trail would provide accommodation food and cultural entertainment to the cyclists.
The case for a rail trail is based around creating jobs – employment to serve the cycling visitors.
Visitors need places to sleep and eat, they need transport. As with the Central Otago Rail Trail, this trail will bring business opportunities to the small towns and villages along the line, and farms offering accommodation and food. Creating new wealth in the communities and employment opportunities.
A survey of Otago Central Rail Trail users showed each rider spent about $350 locally and that the trail had generated 200 additional full and part time jobs among accommodation businesses and other services. Around 11,000 people completed the whole trail last year.
A recent economic survey of the Otago Central Rail Trail found that the total value to the regional economy was $8 million a year. The majority of cyclist was domestic visitors, most from the North Island. An increasing number of overseas visitors are cycling the 150km journey.
Meanwhile, the Napier to Gisborne Rail line is the most under utilised rail line in the entire Kiwi Rail network. It currently runs on average one train a week.
It continues to be an economic cost to New Zealand taxpayers.
The overall question of the line’s future can only be answered by its owner, the New Zealand Government and not the local politicians who maintain the Napier to Gisborne Line is a sacred cow, or as the Chairman of the Hawkes Bay Regional, Mr Dick recently said the Napier to Gisborne Line is “Sacrosanct”. They say the line is crucial for regional development.
Rail trails are also important for regional development, with the Government’s recent allocation of $50 million to develop a series “Great rides”. The Government is keen to quick start projects and have recently announced seven possible great ride projects. The Government will co-fund the feasibility costs. Four of the seven proposals involve building cycleways on old rail corridors.
With a little political will and open minds about the Napier to Gisborne rail line, I would suggest it is very timely to engage in an economic and engineering feasibility study on the Napier to Gisborne Rail Trail idea.
We have missed out on the first round of government funding because our proposal is not far enough advanced. But there’s nothing stopping the region looking, now, at alternative uses for the line rather than continue to live in hope that it will one day become profitable.
Interest in the Napier to Gisborne rail trail concept is growing especially at the Gisborne end, a district that unfortunately lost over 200 jobs due to the economic recession in July.
Tourism New Zealand figures show that of the 2,469,00 visitors to New Zealand last year, 45,000 took part in cycling. Cycling tourists stayed more than twice as long as other international tourists and spent almost twice as much. Bike NZ believes the Napier to Gisborne railway corridor would be a tremendous asset to tourism here. It provides a great route away from traffic, it has a good gradient and it has great scenery.
It is a shame the Hawkes Bay regional Council land transport Committee is not at all keen on the idea of a feasibility study for a rail trail. Considering they do not own or operate the line, they have little to lose.
In reality the regional Council have a rather closed economic development mindset and are simply not prepared to investigate the regional economic significance of a rail trail.
We believe our rail trail proposal has more to offer the region, and the country as a whole. If the line’s backers believe they can do better than one train a week on the line – and it’ll need to be a lot more than that to be profitable let them put what they have got on the table.
If it’s more hope and a prayer, let’s get behind the real opportunity offered by the rail trail.
Brian Fisher
Hawkes Bay Cyclist.
end
The article outlined a group of cyclists enthusiasm to see the very under utilised Napier to Gisborne rail line rejuvenated into a Rail trail.
The group is not anti-rail. We simply believe that a combined cycle and walk way will give the region a better return, on a publicly owned asset, than keeping the rail line open.
We’re well aware that some people think differently. All we ask is for people to have open minds when weighing up the costs and opportunities of each option.
There are numerous examples of Rail trails in Australia, Europe, USA, Canada and the United Kingdom. A rail trail is a multi-use tourism and recreation facility. The best example we have in New Zealand is the Central Otago Rail Trail between Middlemarch and Clyde in the South Island. A 150km cycle / walking journey.
The Napier to Gisborne Line would make an excellent Rail Trail.
If built a 200km rail trail connecting Napier and Gisborne would provide a 3 to 4 day cycle journey amongst stunning East coast landscape, from rugged hill country farmland to forestry and coastscapes.
A number of impressive viaducts and 20 tunnels would certainly provide an interesting journey for cyclist and walkers. The rail trail would cross the Mohaka viaduct 270 metres long and 97 metres above the Mohaka River, New Zealand’s highest viaduct. The longest tunnel is 3.1kms long.
The delightful Hawkes Bay climate would entice riders to make side trips to rivers, beaches and historic sites. The trail would be used in all seasons.
Wairoa the town to gain the most from the rail trail would provide accommodation food and cultural entertainment to the cyclists.
The case for a rail trail is based around creating jobs – employment to serve the cycling visitors.
Visitors need places to sleep and eat, they need transport. As with the Central Otago Rail Trail, this trail will bring business opportunities to the small towns and villages along the line, and farms offering accommodation and food. Creating new wealth in the communities and employment opportunities.
A survey of Otago Central Rail Trail users showed each rider spent about $350 locally and that the trail had generated 200 additional full and part time jobs among accommodation businesses and other services. Around 11,000 people completed the whole trail last year.
A recent economic survey of the Otago Central Rail Trail found that the total value to the regional economy was $8 million a year. The majority of cyclist was domestic visitors, most from the North Island. An increasing number of overseas visitors are cycling the 150km journey.
Meanwhile, the Napier to Gisborne Rail line is the most under utilised rail line in the entire Kiwi Rail network. It currently runs on average one train a week.
It continues to be an economic cost to New Zealand taxpayers.
The overall question of the line’s future can only be answered by its owner, the New Zealand Government and not the local politicians who maintain the Napier to Gisborne Line is a sacred cow, or as the Chairman of the Hawkes Bay Regional, Mr Dick recently said the Napier to Gisborne Line is “Sacrosanct”. They say the line is crucial for regional development.
Rail trails are also important for regional development, with the Government’s recent allocation of $50 million to develop a series “Great rides”. The Government is keen to quick start projects and have recently announced seven possible great ride projects. The Government will co-fund the feasibility costs. Four of the seven proposals involve building cycleways on old rail corridors.
With a little political will and open minds about the Napier to Gisborne rail line, I would suggest it is very timely to engage in an economic and engineering feasibility study on the Napier to Gisborne Rail Trail idea.
We have missed out on the first round of government funding because our proposal is not far enough advanced. But there’s nothing stopping the region looking, now, at alternative uses for the line rather than continue to live in hope that it will one day become profitable.
Interest in the Napier to Gisborne rail trail concept is growing especially at the Gisborne end, a district that unfortunately lost over 200 jobs due to the economic recession in July.
Tourism New Zealand figures show that of the 2,469,00 visitors to New Zealand last year, 45,000 took part in cycling. Cycling tourists stayed more than twice as long as other international tourists and spent almost twice as much. Bike NZ believes the Napier to Gisborne railway corridor would be a tremendous asset to tourism here. It provides a great route away from traffic, it has a good gradient and it has great scenery.
It is a shame the Hawkes Bay regional Council land transport Committee is not at all keen on the idea of a feasibility study for a rail trail. Considering they do not own or operate the line, they have little to lose.
In reality the regional Council have a rather closed economic development mindset and are simply not prepared to investigate the regional economic significance of a rail trail.
We believe our rail trail proposal has more to offer the region, and the country as a whole. If the line’s backers believe they can do better than one train a week on the line – and it’ll need to be a lot more than that to be profitable let them put what they have got on the table.
If it’s more hope and a prayer, let’s get behind the real opportunity offered by the rail trail.
Brian Fisher
Hawkes Bay Cyclist.
end
Future use of the Napier to Gisborne Rail line
Article by Brian Fisher and Supporters of the Bay2Bay Rail Trail
It’s a truism in life that if you hear something often enough you’ll believe it. One of those things that we keep hearing is that rail will one day be the saviours of our global warming catastrophe. It’s a very brave and un-PC person that would challenge this. Here in the Bay, I’ve heard this time and again from politicians, mostly dare I say the “uninformed”, people whom you’d hope would take a wider view of the world and not just parrot the same old rhetoric. As I write this article, I can almost hear the cries of heresy, because what I have to say challenges many of the urban myths about rail efficiency and cost effectiveness, that it save lives and reduces greenhouse gases. If you don’t believe me, do some research yourselves.
A few facts;
Rail in New Zealand has not been profitable (or economic in anyway) since the 1940’s
Since 1950 the amount of rail line in NZ has been reducing from a high of 5,600km to the current 4,000km. Why is this? well it’s because those lines that were removed were uneconomic and the cost of maintenance and upgrade quite simply couldn’t be justified based on income (or the local economic benefit)
Since 1991 track renewal has averaged < 40km per year and has never been greater than 60km p.a. Why is this? Well quite simply because it is too expensive to build rail line and there isn’t enough profit in rail to justify upgrading the line.
In July 2008, government equity in KiwiRail & ONTRACK was valued at $12bn, this is the same as Meridian, Genesis, NZ Post, Mighty River Power, Transpower, Solid Energy and all other SOEs combined. In 2007/08, these SOEs had an after-tax profit of $637m on revenues of $9.4bn (ROE 5.3%), yet Rail (+ferries) had negligible profit on revenues of $741m. There would have to be a tripling of rail revenue without increasing costs to get a similar ROE
We have been told by Government that rail needs $1bn to rebuild the rundown network. Why should NZ invest in an infrastructure that hasn’t been profitable for over 50 years? Toll certainly understood this and could not justify the investment based on expected returns and sold the old dog back to us!
We are told that rail is safer, yet Truck-related road deaths are 5.4/year and Rail-related deaths are 5.3/year (average fatalities per billion NTK, 1998-2007)
We are told that shifting freight from road to rail reduces congestion on our roads, yet this ignores congestion issues at transfer points, at level crossings, in the rail network and off-peak scheduling of the larger trucks that actually compete with rail.
The congestion figures quoted by rail advocates are for Auckland (70%), and Wellington and Christchurch (20%). There is little advantage to these places by increasing the rail freight share as it carries only non-urgent freight which can be carried off-peak by trucks
The conventional wisdom tells us that “rail is 4x better than trucking”, but typically quoted figures are from Europe which may not be applicable to NZ. And when used to justify projects, only the operating emissions are measured, ignoring completely the full lifecycle and input costs for steel, concrete and diesel, all significant sources of CO2 emissions and the major inputs to rail infrastructure. In the Netherlands, it is estimated that 45% of total rail energy use is in providing the rail infrastructure. This proportion would be much higher on lightly-used tracks in NZ.
In the USA it was found urban rail energy payback periods were often longer than the project lifetime, and for one light rail project in Portland, Oregon it would take 172 years!
We are told that commuter rail can help reduce CO2 emissions, yet there are huge subsidies paid to encourage patronage which just internalise (hides) the true costs. Indeed, in the USA they have found that rail uses the most efficient bus routes – lowering their average energy efficiency
And of course there are many more examples of how inefficient rail is. That doesn’t mean that rail is a completely wasted investment, because it’s not. It is very efficient at carrying non-urgent high volume freight such as coal and timber. In areas where timber and coal are the main freight we should continue to invest in rail. In all the other areas we should not. Which brings me to the main point of this article, the future use of the Napier to Gisborne rail line.
There is no good economic reason to maintain the Napier to Gisborne rail line for freight. But there is a very good economic argument to turn it into a premier cycleway that would rival the Otago Rail Trail and would inject a much needed boost into the East Coast and Hawkes Bay economy. The Otago Rail Trail brings 11,000 visitors $8m p.a. into the central Otago area, and creates 75 fulltime jobs. I feel pretty sure that a rail trail from Napier to Gisborne (Bay to Bay), could easily do that (and more), and would definitely bring more to the region than the one train a week that uses the current line.
What’s involved in a conversion from rail traffic to bike traffic? Well not much in infrastructure terms; remove the rails and sleepers (cost neutral as they can be sold for recycling), crush the ballast and compact to form a suitable cycling surface, put barriers on the bridges, lighting in tunnels, and signs along the way. Total cost probably less than $2m for 200km of exceptional cycling trail.
Of course this all takes considerable planning, politicking and negotiation. But it is a logical and cost effective way to bring much needed tourism development to a region that is crying out for new and attractive initiatives. There are numerous examples of these multi-use tourism and recreation facilities in Australia, Europe, USA, Canada and the United Kingdom, and of course the great Central Otago Trail.
This Bay2Bay trail would provide an exceptional easy 3 to 4 day cycle journey though the stunning East coast. From rugged hill country farmland to forestry and coastscapes, the alignment crosses impressive viaducts and passes through 20 tunnels, all done in the delightful Hawke’s Bay climate. This ride has the potential to become world renowned, and would provide an entre for more visitors to summer holiday spots like Mahia and the hot springs at Morere. As with the Otago trail, this trail will bring business opportunities to the small towns and villages along the line, and farms offering accommodation and food. Creating new wealth in the communities and employment opportunities.
Recently the Chairman of the Hawkes Bay Regional Council, Mr Dick, said the Napier to Gisborne Line is “Sacrosanct” and that it is crucial for regional development. But there is no evidence to suggest that this is the case, indeed the “Bays” have survived without a quality rail service for decades. What really needs to be done is to stop looking at these uneconomic assets as if they are saviours and “sacred cows”, and start thinking innovatively about how best to gain economic leverage from them. These assets belong to ALL New Zealanders, and as owners of them, we should expect the Government to be making sound investment decisions. For over 50 years, rail has not been a sound investment, it’s time for the Government to let go of the sacred cow and allow this land and infrastructure to be put to good economic use.
The Government recently allocated $50 million to develop a series Great Rides, the Bay2Bay could be one of those, and it could be up and running in just a few months if the money was available. But it will take political will; have we got enough to challenge the status quo and the boring uneconomic thinking of our regional leaders.
Special thanks to Dave Heatley the author of the primary work quoted in this article. For a full copy of Heatley’s work go to http://www.iscr.org.nz/f511,14914/14914_The_history_and_future_of_rail_in_New_Zealand_RR_.pdf
References
The future of rail in New Zealand Dave Heatley, Research Fellow, NZ Institute for the Study of Competition and Regulation
Affleck Consulting. (2002). Comparison of Greenhouse Gas Emissions by Australian Intermodal Rail and Road Transport. Brisbane: QR Network Access.
Bos, A. J. M. (1998). Direction indirect : the indirect energy requirements and emissions from freight transport. Groningen. Retrieved from http://irs.ub.rug.nl/ppn/17069478X.
Crown Company Monitoring Advisory Unit. (2008). Briefing to Incoming Ministers on entities monitored under Vote State-Owned Enterprises. Retrieved from http://beehive.govt.nz/sites/all/files/CCMAU_VSOE_BIM_0.pdf.
The Privatization of New Zealand Rail Part 2: Quantitative Cost Benefit Analysis. New Zealand Institute for the Study of Competition and Regulation. Retrieved October 2, 2008, from http://www.iscr.org.nz/f251,5018/5018_tranzrail_part_2_100799.pdf.
Ministry of Transport. (2005). National Rail Strategy to 2015. Retrieved from http://transport.govt.nz/assets/NewPDFs/nrs.pdf.
Richard Paling Consulting. (2008). National Freight Demands Study. Ministry Of Transport, New Zealand. Retrieved from http://www.transport.govt.nz/assets/Images/NewFolder-2/FREIGHT-STUDY-EXEC-SUMMARY1.pdf.
Orr, S. (1981). New Zealand Railways Corporations. A Short History of Previous Experiences With New Zealand Railways as a Corporation.Economic Division, Ministry of Transport.
O'Toole, R. (2008). Does Rail Transit Save Energy or Reduce Greenhouse Gas Emissions? SSRN eLibrary. Retrieved February 10, 2009, from http://papers.ssrn.com/sol3/papers.cfm?abstract_id=1263426.
Article by Brian Fisher Hawke’s Bay Cyclist and supporters of the Bay2Bay Rail Trail.
It’s a truism in life that if you hear something often enough you’ll believe it. One of those things that we keep hearing is that rail will one day be the saviours of our global warming catastrophe. It’s a very brave and un-PC person that would challenge this. Here in the Bay, I’ve heard this time and again from politicians, mostly dare I say the “uninformed”, people whom you’d hope would take a wider view of the world and not just parrot the same old rhetoric. As I write this article, I can almost hear the cries of heresy, because what I have to say challenges many of the urban myths about rail efficiency and cost effectiveness, that it save lives and reduces greenhouse gases. If you don’t believe me, do some research yourselves.
A few facts;
Rail in New Zealand has not been profitable (or economic in anyway) since the 1940’s
Since 1950 the amount of rail line in NZ has been reducing from a high of 5,600km to the current 4,000km. Why is this? well it’s because those lines that were removed were uneconomic and the cost of maintenance and upgrade quite simply couldn’t be justified based on income (or the local economic benefit)
Since 1991 track renewal has averaged < 40km per year and has never been greater than 60km p.a. Why is this? Well quite simply because it is too expensive to build rail line and there isn’t enough profit in rail to justify upgrading the line.
In July 2008, government equity in KiwiRail & ONTRACK was valued at $12bn, this is the same as Meridian, Genesis, NZ Post, Mighty River Power, Transpower, Solid Energy and all other SOEs combined. In 2007/08, these SOEs had an after-tax profit of $637m on revenues of $9.4bn (ROE 5.3%), yet Rail (+ferries) had negligible profit on revenues of $741m. There would have to be a tripling of rail revenue without increasing costs to get a similar ROE
We have been told by Government that rail needs $1bn to rebuild the rundown network. Why should NZ invest in an infrastructure that hasn’t been profitable for over 50 years? Toll certainly understood this and could not justify the investment based on expected returns and sold the old dog back to us!
We are told that rail is safer, yet Truck-related road deaths are 5.4/year and Rail-related deaths are 5.3/year (average fatalities per billion NTK, 1998-2007)
We are told that shifting freight from road to rail reduces congestion on our roads, yet this ignores congestion issues at transfer points, at level crossings, in the rail network and off-peak scheduling of the larger trucks that actually compete with rail.
The congestion figures quoted by rail advocates are for Auckland (70%), and Wellington and Christchurch (20%). There is little advantage to these places by increasing the rail freight share as it carries only non-urgent freight which can be carried off-peak by trucks
The conventional wisdom tells us that “rail is 4x better than trucking”, but typically quoted figures are from Europe which may not be applicable to NZ. And when used to justify projects, only the operating emissions are measured, ignoring completely the full lifecycle and input costs for steel, concrete and diesel, all significant sources of CO2 emissions and the major inputs to rail infrastructure. In the Netherlands, it is estimated that 45% of total rail energy use is in providing the rail infrastructure. This proportion would be much higher on lightly-used tracks in NZ.
In the USA it was found urban rail energy payback periods were often longer than the project lifetime, and for one light rail project in Portland, Oregon it would take 172 years!
We are told that commuter rail can help reduce CO2 emissions, yet there are huge subsidies paid to encourage patronage which just internalise (hides) the true costs. Indeed, in the USA they have found that rail uses the most efficient bus routes – lowering their average energy efficiency
And of course there are many more examples of how inefficient rail is. That doesn’t mean that rail is a completely wasted investment, because it’s not. It is very efficient at carrying non-urgent high volume freight such as coal and timber. In areas where timber and coal are the main freight we should continue to invest in rail. In all the other areas we should not. Which brings me to the main point of this article, the future use of the Napier to Gisborne rail line.
There is no good economic reason to maintain the Napier to Gisborne rail line for freight. But there is a very good economic argument to turn it into a premier cycleway that would rival the Otago Rail Trail and would inject a much needed boost into the East Coast and Hawkes Bay economy. The Otago Rail Trail brings 11,000 visitors $8m p.a. into the central Otago area, and creates 75 fulltime jobs. I feel pretty sure that a rail trail from Napier to Gisborne (Bay to Bay), could easily do that (and more), and would definitely bring more to the region than the one train a week that uses the current line.
What’s involved in a conversion from rail traffic to bike traffic? Well not much in infrastructure terms; remove the rails and sleepers (cost neutral as they can be sold for recycling), crush the ballast and compact to form a suitable cycling surface, put barriers on the bridges, lighting in tunnels, and signs along the way. Total cost probably less than $2m for 200km of exceptional cycling trail.
Of course this all takes considerable planning, politicking and negotiation. But it is a logical and cost effective way to bring much needed tourism development to a region that is crying out for new and attractive initiatives. There are numerous examples of these multi-use tourism and recreation facilities in Australia, Europe, USA, Canada and the United Kingdom, and of course the great Central Otago Trail.
This Bay2Bay trail would provide an exceptional easy 3 to 4 day cycle journey though the stunning East coast. From rugged hill country farmland to forestry and coastscapes, the alignment crosses impressive viaducts and passes through 20 tunnels, all done in the delightful Hawke’s Bay climate. This ride has the potential to become world renowned, and would provide an entre for more visitors to summer holiday spots like Mahia and the hot springs at Morere. As with the Otago trail, this trail will bring business opportunities to the small towns and villages along the line, and farms offering accommodation and food. Creating new wealth in the communities and employment opportunities.
Recently the Chairman of the Hawkes Bay Regional Council, Mr Dick, said the Napier to Gisborne Line is “Sacrosanct” and that it is crucial for regional development. But there is no evidence to suggest that this is the case, indeed the “Bays” have survived without a quality rail service for decades. What really needs to be done is to stop looking at these uneconomic assets as if they are saviours and “sacred cows”, and start thinking innovatively about how best to gain economic leverage from them. These assets belong to ALL New Zealanders, and as owners of them, we should expect the Government to be making sound investment decisions. For over 50 years, rail has not been a sound investment, it’s time for the Government to let go of the sacred cow and allow this land and infrastructure to be put to good economic use.
The Government recently allocated $50 million to develop a series Great Rides, the Bay2Bay could be one of those, and it could be up and running in just a few months if the money was available. But it will take political will; have we got enough to challenge the status quo and the boring uneconomic thinking of our regional leaders.
Special thanks to Dave Heatley the author of the primary work quoted in this article. For a full copy of Heatley’s work go to http://www.iscr.org.nz/f511,14914/14914_The_history_and_future_of_rail_in_New_Zealand_RR_.pdf
References
The future of rail in New Zealand Dave Heatley, Research Fellow, NZ Institute for the Study of Competition and Regulation
Affleck Consulting. (2002). Comparison of Greenhouse Gas Emissions by Australian Intermodal Rail and Road Transport. Brisbane: QR Network Access.
Bos, A. J. M. (1998). Direction indirect : the indirect energy requirements and emissions from freight transport. Groningen. Retrieved from http://irs.ub.rug.nl/ppn/17069478X.
Crown Company Monitoring Advisory Unit. (2008). Briefing to Incoming Ministers on entities monitored under Vote State-Owned Enterprises. Retrieved from http://beehive.govt.nz/sites/all/files/CCMAU_VSOE_BIM_0.pdf.
The Privatization of New Zealand Rail Part 2: Quantitative Cost Benefit Analysis. New Zealand Institute for the Study of Competition and Regulation. Retrieved October 2, 2008, from http://www.iscr.org.nz/f251,5018/5018_tranzrail_part_2_100799.pdf.
Ministry of Transport. (2005). National Rail Strategy to 2015. Retrieved from http://transport.govt.nz/assets/NewPDFs/nrs.pdf.
Richard Paling Consulting. (2008). National Freight Demands Study. Ministry Of Transport, New Zealand. Retrieved from http://www.transport.govt.nz/assets/Images/NewFolder-2/FREIGHT-STUDY-EXEC-SUMMARY1.pdf.
Orr, S. (1981). New Zealand Railways Corporations. A Short History of Previous Experiences With New Zealand Railways as a Corporation.Economic Division, Ministry of Transport.
O'Toole, R. (2008). Does Rail Transit Save Energy or Reduce Greenhouse Gas Emissions? SSRN eLibrary. Retrieved February 10, 2009, from http://papers.ssrn.com/sol3/papers.cfm?abstract_id=1263426.
Article by Brian Fisher Hawke’s Bay Cyclist and supporters of the Bay2Bay Rail Trail.
Thursday, August 6, 2009
Interesting features on the proposed Bay2bay Rail Trail
A number of interested cyclists have asked what are some of the features on the proposed Bay2Bay Rail Trail,The Following list is taken from a google fly over.
8 tunnels Napier to Wairoa.
12 tunnels Wairoa to Gisborne.
Longest tunnel 3.1km. 5 longer than 500m, 11 shorter than 200m
Largest viaduct (Mohaka) 270m long x 97m high. (NZ's highest)
Other large viaducts Waikoau viaduct (8th highest in NZ) 160m long x 72m high
Several other viaducts over 30m high.
Large number of bridges (too many to count on google)
Maximum elevation Napier to Wairoa: 280m
Maximum elevation Wairoa to Gisborne: 170m
Having "ridden" the route on google, it has some fantastic locations (tunnel-bridge-tunnel-bridge-tunnel sections and close to impressive coastal cliffs).
The route takes in stunning Eastcoast landscapes, this combined with the very good Hawkes Bay climate will eventually mean this proposed ride will be a"Great ride"
Edited by Brian Fisher
Rail Trails are good for Regional Development
A few weeks ago Hawke’s Bay Today published an article with the headline “Cyclists eye rail line for Bay2Bay”.
The article outlined a group of cyclists enthusiasm to see the very under utilised Napier to Gisborne rail line rejuvenated into a Rail trail.
The group is not anti-rail. We simply believe that a combined cycle and walk way will give the region a better return, on a publicly owned asset, than keeping the rail line open.
We’re well aware that some people think differently. All we ask is for people to have open minds when weighing up the costs and opportunities of each option.
There are numerous examples of Rail trails in Australia, Europe, USA, Canada and the United Kingdom. A rail trail is a multi-use tourism and recreation facility. The best example we have in New Zealand is the Central Otago Rail Trail between Middlemarch and Clyde in the South Island. A 150km cycle / walking journey.
The Napier to Gisborne Line would make an excellent Rail Trail.
If built a 200km rail trail connecting Napier and Gisborne would provide a 3 to 4 day cycle journey amongst stunning East coast landscape, from rugged hill country farmland to forestry and coastscapes.
A number of impressive viaducts and 20 tunnels would certainly provide an interesting journey for cyclist and walkers. The rail trail would cross the Mohaka viaduct 270 metres long and 97 metres above the Mohaka River, New Zealand’s highest viaduct. The longest tunnel is 3.1kms long.
The delightful Hawkes Bay climate would entice riders to make side trips to rivers, beaches and historic sites. The trail would be used in all seasons.
Wairoa the town to gain the most from the rail trail would provide accommodation food and cultural entertainment to the cyclists.
The case for a rail trail is based around creating jobs – employment to serve the cycling visitors.
Visitors need places to sleep and eat, they need transport. As with the Central Otago Rail Trail, this trail will bring business opportunities to the small towns and villages along the line, and farms offering accommodation and food. Creating new wealth in the communities and employment opportunities.
A survey of Otago Central Rail Trail users showed each rider spent about $350 locally and that the trail had generated 200 additional full and part time jobs among accommodation businesses and other services. Around 11,000 people completed the whole trail last year.
A recent economic survey of the Otago Central Rail Trail found that the total value to the regional economy was $8 million a year. The majority of cyclist was domestic visitors, most from the North Island. An increasing number of overseas visitors are cycling the 150km journey.
Meanwhile, the Napier to Gisborne Rail line is the most under utilised rail line in the entire Kiwi Rail network. It currently runs on average one train a week.
It continues to be an economic cost to New Zealand taxpayers.
The overall question of the line’s future can only be answered by its owner, the New Zealand Government and not the local politicians who maintain the Napier to Gisborne Line is a sacred cow, or as the Chairman of the Hawkes Bay Regional, Mr Dick recently said the Napier to Gisborne Line is “Sacrosanct”. They say the line is crucial for regional development.
Rail trails are also important for regional development, with the Government’s recent allocation of $50 million to develop a series “Great rides”. The Government is keen to quick start projects and have recently announced seven possible great ride projects. The Government will co-fund the feasibility costs. Four of the seven proposals involve building cycleways on old rail corridors.
With a little political will and open minds about the Napier to Gisborne rail line, I would suggest it is very timely to engage in an economic and engineering feasibility study on the Napier to Gisborne Rail Trail idea.
We have missed out on the first round of government funding because our proposal is not far enough advanced. But there’s nothing stopping the region looking, now, at alternative uses for the line rather than continue to live in hope that it will one day become profitable.
Interest in the Napier to Gisborne rail trail concept is growing especially at the Gisborne end, a district that unfortunately lost over 200 jobs due to the economic recession in July.
Tourism New Zealand figures show that of the 2,469,00 visitors to New Zealand last year, 45,000 took part in cycling. Cycling tourists stayed more than twice as long as other international tourists and spent almost twice as much. Bike NZ believes the Napier to Gisborne railway corridor would be a tremendous asset to tourism here. It provides a great route away from traffic, it has a good gradient and it has great scenery.
It is a shame the Hawkes Bay regional Council land transport Committee is not at all keen on the idea of a feasibility study for a rail trail. Considering they do not own or operate the line, they have little to lose.
In reality the regional Council have a rather closed economic development mindset and are simply not prepared to investigate the regional economic significance of a rail trail.
We believe our rail trail proposal has more to offer the region, and the country as a whole. If the line’s backers believe they can do better than one train a week on the line – and it’ll need to be a lot more than that to be profitable let them put what they have got on the table.
If it’s more hope and a prayer, let’s get behind the real opportunity offered by the rail trail.
Brian Fisher
Hawkes Bay Cyclist.
Thursday, July 2, 2009
Media release
Group to push for Napier-Gisborne rail trail and walkway
A group of Hawkes Bay and Poverty Bay cycling enthusiasts is to set up a trust to raise funds for a feasibility study on a combined rail trail and walkway on the Napier to Gisborne railway corridor.
“We believe a rail trail and walkway will give the region, including the small towns along the route, a huge boost through increased tourism and job opportunities,” said Brian Fisher Hawke’s Bay cyclist.
“Based on other similar projects, such as the Central Otago Rail Trail, we see the potential for a multi-million dollar injection into the region, building on its existing strengths in tourism such as great weather, beaches and food and wine.
“It will also be a great recreational resource.
“We believe that the railway line, if it is kept open, will not be able to match the economic benefits of the rail trail-walkway proposal.”
The 200 kilometre trail has the working name of the ‘Bay2Bay’ and the backers believe it has the potential to be one of New Zealand’s top cycle-walkways. Its features would include the Esk Forest, the Mohaka Viaduct and Mahia Peninsula, stunning East Coast high country landscape and the numerous tunnels.
Potential overnight stopovers could include Tutira, Puturino, Wairoa and the Mahia Peninsula area.
Graham Elliot, cyclist and businessman from Gisborne, said the Bay2Bay’s backers recognised that much work needed to be done to show that proposal stacked up, including completing a feasibility study to examine among other things costs, sources of income, related opportunities such as in tourism and technical and legal issues.
“We think we are sitting on a great opportunity, but it needs to be checked out and obviously we need to raise the money to do this.
“If the feasibility study gives a green light, we’d like to see the Bay2Bay proposal go head to head with any proposal to maintain the current rail link.
“We believe the Bay2Bay proposal has more to offer the region, and the country as a whole. If KiwiRail believe they can do better than one train a week on the line, let them put what they have got on the table.”
Fisher said the Bay2Bay backers realised that the rail trail-walkway could become an option if the Government decided to close the line, but they felt that the Bay2Bay was potentially too good to be treated as a fall back if KiwiRail couldn’t make the line work.
The next step for the Bay2Bay backers is to formally create a trust and begin fund raising.
A group of Hawkes Bay and Poverty Bay cycling enthusiasts is to set up a trust to raise funds for a feasibility study on a combined rail trail and walkway on the Napier to Gisborne railway corridor.
“We believe a rail trail and walkway will give the region, including the small towns along the route, a huge boost through increased tourism and job opportunities,” said Brian Fisher Hawke’s Bay cyclist.
“Based on other similar projects, such as the Central Otago Rail Trail, we see the potential for a multi-million dollar injection into the region, building on its existing strengths in tourism such as great weather, beaches and food and wine.
“It will also be a great recreational resource.
“We believe that the railway line, if it is kept open, will not be able to match the economic benefits of the rail trail-walkway proposal.”
The 200 kilometre trail has the working name of the ‘Bay2Bay’ and the backers believe it has the potential to be one of New Zealand’s top cycle-walkways. Its features would include the Esk Forest, the Mohaka Viaduct and Mahia Peninsula, stunning East Coast high country landscape and the numerous tunnels.
Potential overnight stopovers could include Tutira, Puturino, Wairoa and the Mahia Peninsula area.
Graham Elliot, cyclist and businessman from Gisborne, said the Bay2Bay’s backers recognised that much work needed to be done to show that proposal stacked up, including completing a feasibility study to examine among other things costs, sources of income, related opportunities such as in tourism and technical and legal issues.
“We think we are sitting on a great opportunity, but it needs to be checked out and obviously we need to raise the money to do this.
“If the feasibility study gives a green light, we’d like to see the Bay2Bay proposal go head to head with any proposal to maintain the current rail link.
“We believe the Bay2Bay proposal has more to offer the region, and the country as a whole. If KiwiRail believe they can do better than one train a week on the line, let them put what they have got on the table.”
Fisher said the Bay2Bay backers realised that the rail trail-walkway could become an option if the Government decided to close the line, but they felt that the Bay2Bay was potentially too good to be treated as a fall back if KiwiRail couldn’t make the line work.
The next step for the Bay2Bay backers is to formally create a trust and begin fund raising.
Wednesday, June 24, 2009
Rail Trails around the world
Rail trails are shared-use paths recycled from abandoned railway corridors. They can be used for walking, cycling and horse riding.
Here are examples of rail trails already developed in different parts of the world. Our Australian cousins across the ditch have gained numerous federal governments funding to develop rail trails.
Examples in Australia click here http://www.railtrails.org.au
Example in Canada the kettle Valley rail Trail http://www.spiritof2010trail.ca/RailTrail.aspx?id=kettle
Examples around the world http://www.railtrail.com
Here are examples of rail trails already developed in different parts of the world. Our Australian cousins across the ditch have gained numerous federal governments funding to develop rail trails.
Examples in Australia click here http://www.railtrails.org.au
Example in Canada the kettle Valley rail Trail http://www.spiritof2010trail.ca/RailTrail.aspx?id=kettle
Examples around the world http://www.railtrail.com
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