Independent public transport, cycling and walking news & comment. Supporting all forms of moving towards a more environmentally sound NZ

Sunday, June 24, 2018

City & Canterbury - rail link to Christchurch International Airport suggested



A 2011 map dusted off. The green space to construct this line (designated for future housing) is easier to see on Google Maps  as is the way the line could be linked into and under Johns Road and an elbow in Orchard Road. 


Small spur to the right, at Redwood is now probably, truly spurious! 

NOTE This blog posting is a revamp of an original posting I made in 2011 and reworked in 2017. With a very real possibility that the current Labour-First-Greens Government might build and fund (most of) the re-introduction of commuter rail to greater Christchurch I have simplified and updated these ideas. At very least land could be purchased and possibily leased, for this possibility, even if seen as years away. DW  2022


New Christchurch rail link suggested  


I believe that construction of a railway loop, running from the Main South Line at Islington northwards towards Christchurch international airport, and running parallel to Russley Road (through current farmland) should be seriously investigated and evaluated by Government and KiwiRail. Such a line could continue past (under) the airport area and through the Styx Mill area and join the Northern Main Trunk Line at Redwood

This additional link would in effect create;

(a) a multifaceted orbital route

(b) A loop route taking in multiple industrial zones and workplaces.

(c) direct rail tofro the international airport, from Greymouth; from Picton and Kaikoura, from Dunedin and Timaru,  etc.

(d) a route for trains to operate directly between the north and Lyttelton, without changing locomotives at Middleton, including increased logging trains as New Zealand plants to counteract carbon emissions

(e) a much higher quality, faster and more secure freight corridor north 

(f) a rail freight corridor that directly serves the airport and surrounding industries


Suggested nature - grade separated double tracked.

The nature of this new Islington-Redwood link suggested here could be double-tracked, and grade separated. That is to say, there would be no intersecting roads at all, between Islington and Redwood.

ALL roads (including any cycleways and farm access tracks) would be built over or under the track. Other minor roads would be diverted to link to the roads with underpasses or bridges, 

The above ground sections of track might also be protected by embankments on either side with trees, shrubs etc. adding to the local landscape, reducing sound and hiding high netting fences that protect the line from trespassers. 

Freight trains or "Rangiora via Airport"  or "Dunedin-Christchurch (via Airport)" trains would be able to operate at higher speeds while on this protected corridor.

The route - from Islington northwards to airport

The double track line would probably pass under a new four lane overbridge on Yaldhurst Road. This also offers access via underpasses to Russley Station - which includes a large Park and Ride car-park for residents from West Melton and Russley area - voiding the need to bring their cars into the central city. 

As it approaches Christchurch International Airport the double track rail line Would need to descend gradually into a cut and cover tunnel, passing under George Bellow Rd, Sid Bradley Rd, Avonhead Rd and under the grassed area immediately adjacent to the end of the east-west orientated runway. 

A cut and cover tunnel would be constructed under the alignment of Orchard Road with an station near (and beneath) the current roundabout and Antarctic centre area, possibly constructed in a similar manner to that shown below.





   A Swedish underfround station with a wall separating passenger trains from  the freight corridor also passing underground. Potential still exists [just] to build a conventional  double track railway line from a triangular junction at Templeton up and under the frontal parking etc areas at Christchurch rejoining the Main Trunk line at Redwood. The is creates a circular city route, plus a North-South freight bypass, and direct freight services tofro Lyttelton without need for reassembling trains etc.

Passenger trains would always need to be electric or diesel-battery hybrid, but freight trains behind the wall could be conventional diesel, with exhausting fans and ducts in the tunnel if needed.

With this new Christchurch corridor double tracked, the passenger trains from either direction would stay on - or in some cases veer over to - the westside track, that is, the one nearest the airport with its passenger platform and facilities. This might also offer train passengers a travelator to the nearby airport terminal itself.

All inbound passenger trains, could take passengers to the city - whether via Hornby or via Papanui, presuming many long distance passengers would alight at the airport, creating vacant seats for this last leg.

Long distance passenger trains from Picton; or Greymouth; or Invercargill, Dunedin or Timaru, might always enter and leave the city via the loop past the Airport.


I would imagine that would probably triple the potential patronage of these long distant train services. Off setting the cost or bother of driving to Christchurch and leaving the car with friends or paying airport area long term parking, would be the simplicity of getting a lift to the local station, by friend ot taxi, boarding the train in one's hometown, and getting off at airport. 


This would, in effect, create a direct /continuous public transport service, for example, between "Temuka and Sydney", Otira and L.A.,  and Amberly and Singapore !!"  


When there are major events, such as rugby tests, big star concerts, extra trains could run tofro Te Kaha Stadium and the airport before and after the match, . 







Map of Upper Styx and Redwood in the north of Christchurch 

Possible route for rail corridor, coming from airport under Johns Road in red, joining existing line in blue. Probably less than 25 built upon properties would need to be purchased . Within a few years all remaining chance to (relatively) easily build this track through northwestern Christchurch is likely to be built out. 



Freight movements enhanced

In this scenario freight trains during the day would always pass through the airport area on the eastside track, behind the wall shown here. 

During the middle of the night, when passenger trains are not operating, freight trains can use either track, airport side included if pulled by a suitably non-polluting locomotive The double tracks could be worked as traditional "up" and "down" lines.

This suggests the designated South Island Main Trunk Line could be shifted to the far superior and more flexible newly built section of line via airport, rather than the current line between Redwood, Papanui and Addington. 


















With KiwiRail's new [2018] 5 metre safety margin from the centre of a track for adjoining cycling and walking paths, adding a second line to this railway corridor between Addington and Redwood might make this popular cycleway and walkway impossible. Transferring the main trunk line to a Islington-Redwood loop would help future proof it, and possibly could remove ALL regular freight movements off this line.  Photo -  Axel-Schwede, Wikipedia


Preserving the current single line between Styx and Addington (and retaining the attractive cycle and walkway) and constructing the airport loop would in effect give Christchurch three lines of access tofro the North. This is good future-proofing.

In the peak hours one or two commuter "express" trains will no doubt travel tofro Rangiora and central Christchurch direct via Papanui, Or tofro Rolleston and city direct via Addington. Most timetabled services at other times, including evening and weekend services and all inbound and outbound long distance trains - I would image - would loop via airport.  

As a well used line, serving a multitude of functions, any service that runs via an International Airport, is likely to attract more passengers and more likely to have the most frequent services (similar to the Orbiter bus route in Christchurch). 

Speed of public transport is measured by total journey time across all travellers, including waiting time (i.e. the time span between each departure) 

Frequent all stop services meet more needs and are per se faster than infrequent express services, the latter best reserved for targeted use only.


Reverse flow peak hour commuter traffic

The commuter rail benefits include a reverse pattern flow - comfortable inner city apartment life-styles fostered in central areas because it is possible to get to work by rail to almost every major employment zone - as far afield as Rolleston or Rangiora.
  
Peak hour commutor flow that goes in both directions is of huge financial benefit to any public transport system.


Realistic spending

Commuter rail in a low density, car user heavy city as small as greater Christchurch is a very big call but I believe this plan would make it viable.

For years we have heard people [myself included in early NZ in Tranzit blog postings!!] saying it can't be done, we are too small -  OR naively saying it can be done, cheaply by using tired old third hand carriages or units brought from Auckland, on the existing lines, or even, most absurdly, as a temporary trial. 

That is not what quality public transport is about, following belatedly along behind other modes of transport, belatedly squeezing minimum impact, minimum cost, minimum game changing infrastructure into crowded cities.

Good public transport corridors should be built as an anchor infrastructure, at the very centre of city planning, ideally before housing is built (opportunity missed in Rolleston but still possible around Upper Styx, and north of the Waimakariri.  

Good public transport is a city builder, a game changer,  and an absolutely necessity for future proofing .


Auckland has well understood this and has spent (or is planning to spend) billions of dollars on public transport, with much of this Government funded, including from Canterbury taxes.  

Pro-rata, on population size compared, Canterbury is well overdue for a public transport investment very least, at into the low billions.

I believe creating a primary rail corridor, linking urban sprawl north and south to the very centre of the city, to the city's major hospital, the province's main sports stadium, to multiple industrial areas, and to the airport doorstep -  all on one  line is one helluva world class act. 

Ooops, all most forgot! Add to this the fact that residents and tourists alike would be able to hop on a train at Greymouth, Dunedin, Timaru, Marlborough and Kaikoura rail right to doorstep of the International Airport. 

Well worth the billion dollars it might take to build!

NotedI see this concept as the twin investment to building a cut and cover tunnel under Hagley Park and Tuam Street and bringing rail right into the centre of Christchurch, including immediate access to the public hospital, bus interchange and main sports stadium and exhibition centre.

© copyright David Welch, updated July 23 2018 [upgraded Feb 2022]

Added Information (You Tube) 

Christchurch Airport is planning for 12 million passengers per year by 2040 an equal number of people expected to travel to the airport to greet or farewell passengers. 

Currently Christchurch International Airport area sees 50,000 vehicle movements a day.

Friday, June 22, 2018

On yer bike training - Te Wai Pounamu "rail & trail" potential explored.

Somebody or other - I think it might have been Carl Jung, the famous Swiss psychologist -  defined "intuitive" as "seeing the possibility in things".  We all have this ability, but with some people its more pronounced, just as logical thinking or a practical feel for things, or sensuous appreciation are more pronounced in other people.

For better or worse I find it hard to look at anything at all, without trying to join up the dots to something else, constantly seeing the possibilities in how an object, or event, a concept might be developed further. 

Two separate ideas on the boil for me at the moment are; bringing commuter rail into the very centre of Christchurch and, closer to home for me nowadays, promoting the concept of an off road [mainly] cycle trail down through the central eastern seaboard of Te Wai Pounamu. 

Me being me, it was pretty well inevitable as soon as I turned my back these ideas would hop into bed together! 

I have come to believe that this great southern cycle trail route would put tourists on to South line trains in far greater numbers than conventional tourism alone will do. 

Although a lot of local people would drive to the start point of a cycle trail, unless you want to repeat the scenery in return journey, there is always the problem of getting back to the car. 

A cycle trail interacting at various points with a through line, between Christchurch and Dunedin, as suggested in a previous blog posting, and trains which have special train cycle carriages, could solve a lot of problems and between these two modes generate a lot of extra tourism. 

Indeed the influx of several thousand cycle trail tourists, mainly in the eight months suitable for open country riding, could be the very factor that would make a commuter service to and from Timaru truly viable.

And when I say cycle tourists I don't just mean, three wealthy middle-aged teachers from Auckland, or an older retired couple from Arizona, nor a lone athletic Spanish women, or three laughing nuns on holiday. All these will entrain, course... but also ....

I mean mum, dad and two kids (aged 10 and 12) and their four bikes, heading south from Christchurch for a four day off-road cycle from Timaru to Oamaru via Waimate and Duntroon. Train down and train back. Cheaper than hiring cycles, and the kids get a rare chance to ride the rails. 

"Rail & trail" Could also prove very popular with overseas tourists and those flying in from the North Island, particularly if the trains for Timaru and Dunedin travel via Christchurch airport before heading South (and returning trains enter Christchurch via the Airport loop as well). A great way to cram a lot into a short break of a few days.

Railing from Christchurch is also a very handy way of getting cycle trail users, heading for Methven and the (potential) start of the trail, over the "mile wide" Rakaia, onto the south side of a very long narrow bridge.   

Is it possible that even a test-the-water, bare-bones service, one train a day to Dunedin and return, and another from Timaru and return, only, could meet the needs of commuters AND cycle trail riders?

As usual I could not resist playing with timetables to see. Here is one set of possibilities, times are reasonable guesses based on road times and memories of the evening railcar service Christchurch to Dunedin back in 1970s.

(Y) x Christchurch 7.30 am  x Timaru 9.40 am x Oamaru 10.50 arrive Dunedin 12.15 pm
(Z) x Christchurch 5.20 pm @ Timaru  7.30pm  [ for cyclists, still light in summer months]

(Z)                                 x Timaru 6.20 am - @ Christchurch 8.45 am (via Airport) 
(Y) x Dunedin 2.00pm x Timaru 5.15 pm - @ Christchurch 7.45 pm (via Airport)   

The strength of this arrangement is it provides a commuter service between Timaru, Ashburton, Christchurch International Airport and Christchurch (presumably supplemented by local commuter service tofro Rolleston) at times not only convenient to workers, or South Canterbury residents flying overseas, but also to cycle trailer riders. Many different train & cycle options are inherent in these times.

ps some recent news - purpose-built carriages planned for cycle touring passengers in Scotland 

Thursday, June 21, 2018

A Great Southern Cycle Touring Route?





A southern cycle route down the eastern seaboard of Te Wai Pounamu would be unusually rich in built heritage, as well as varied in terrain and scenery, 


I live in South Canterbury these days and have been promoting the idea that a central Eastern South Island cycle trail be built between Methven in the Ashburton District and Palmerston, the southern most boundary of  the Waitaki District. 

This would offer 360 km of cycle trail incorporating many of the smaller centres of Mid and South Canterbury,and North Otago, as well as many scenic areas -  inland, foothills, coastal and riverside. Full length journeys would probably take at least 5 or 6 days, relaxed journeys even longer.

The aim would be to create a Great Southern Cycle Trail of  a consistent quality, size and stature to be accredited by Nga Haerenga, The New Zealand Cycle Trail as one of the "Great Rides of New Zealand". 

If built this would be a cycle trail that would be easily accessible from multiple points along the route, for shorter rides. It would also be easily supported by bus and bike trailer support systems, for guided tours, for access from Christchurch and Dunedin, or for riders who wish to bypass some sections, where this is preferred. 

Noted too, some trail users are people who prefer cross country walking*, and welcome heavier packs being transported between accommodations.

All trails take routes through scenic areas, often unseen or unknown by motorists, and this trail would too. But unlike some of the Nga Heurenga rides constructed to date, a trail through this seaboard area would encounter relatively little true wilderness, tussock high country and rocky gorge, and only relatively small areas of native forest. 

The route is much more consistently one of rural farmland, village life, and areas with much retained built heritage. This could well suit some cycle tourists or others making return visits to cycling trails in the South Island Te Wai Pounamu. It would also obviously draw a lot of immediate patronage, not only from several large towns and Timaru city en route, but also because, the trail sits between Christchurch and Dunedin along an eastern seaboard populated by three quarters of a million people. Usefully, for A to B rides, and North Island riders, the whole trail sits between two major airports.

A possible trail route envisioned, North to South

Note. I am assuming an inland loop route within Ashburton District, to avoid the more monotonous quality of the plains nearer the sea, and the wish to avoid heavy traffic or crossing busy highways. This includes the difficulty for cyclists [and hindrance to motorists] of crossing the Rakaia and Rangitata rivers on very long narrow road bridges, on busy State Highway 1.  

The envisioned route (south bound) would nonetheless travel at first along fairly flat plains with an alpine backdrop (albeit snowless most of the cycle touring season), travelling from Methven and Mt Somers to Geraldine (or overnight at Peel Forest) and then a further section down towards the coast, via Temuka and along to Timaru. 

The next leg would continue with coastal views (albeit mainly from cliff top) south to St Andrews, and then at some point (possibly Esk Valley) head inland to the small town of Waimate. 

Leaving Waimate by the old rail corridor through the gorge, the trail would travel to Ikiwai and the banks of the Waitaki River. 

For this great southern cycle trail to have any status or credibility I believe it will be necessary to bridge the Waitaki with a cycle and pedestrian bridge at this point, a great chance to create a very attractive landmark bridge, and also an iconic promotional image for this diverse trail. Not least this bridge would hugely symbolise the linking of Canterbury and Otago by cycle trail.  

My guestimate is this would cost circa $10 million  -  the new wide (heavy traffic suitable) bridges further upstream at Kurow costs $20 million - and would definitely need to be a central Government project. Possible features might also include an interpretation centre, for river wildlife, fishing and history, Maori and European. Also car parks, for tourists in vehicles, who are also likely to want to visit the site and walk the well-publicised bridge high above such a strong river. Noted, South Islanders often forget that wide braided rivers of this nature are themselves relatively rare phenomena in this world.

A few kilometres after crossing the Waitaki River cyclists  encounter Duntroon and the Alps 2 Ocean (A2O) cycle trail from Lake Tekapo to Oamaru. In this case the cycle trail  already exists and links through Windsor and on to the route of a former branch railway line. The trail follows down into heritage gem and steampunk capital, bustling and reborn Oamaru. 

Two "name" cycle trails would share the same route corridor through this area but this seems inevitable as New Zealand cycle trail networks expand.

The last section of this southern cycle trail would continue south to Palmerston presumably along the Kakanui coastline and down through Moeraki, and possibly Trotters Gorge. Such a trail is already consideration by the local authority, the Waitaki District Council, as an extension of the Alps to Ocean Cycle Trail. Waitaki has clearly seen the success of cycle trails and is well ahead of the game, not least the potential to get funding from the Provincial Growth Fund recently announced.

Over and beyond sharing the beauty of our country with fellow kiwis and overseas visitors - the greater purpose of cycle trails is to create an attractive conduit for money from the cities to flow back into provincial economies. 

Re-cycling money, creating good health, creating good holidays, creating vibrant rural centres, it's just one big healthy cycle!



Personal -
I am retired, an open country walker (including along cycle trails) rather than a cyclist, and have no official status in this matter whatsoever! 

However welcome expressions of interest, particularly from those living in the Mid and South Canterbury and North Otago tranzwatch@gmail.com

Monday, June 18, 2018

UK Cycling industry is larger than UK steel industry

In God we trust; all others bring data 
- W.Edwards Deming

Nothing in life is ever what it seems. Look at all parts, not just the obvious. This has long become my rule of thumb.  An interesting example just appeared in a leading United Kingdom newspaper. 

According to The Guardian; a report launched last week has revealed that the cycle industry in the United Kingdom is worth three times more than the steel industry and employs twice as many people. 

According to this report cycling-related businesses generate, at least 5.5 billion pounds in the UK economy and sustain 64,000 jobs. Some of these are in bike shops (and presumably manufacture) but most of these are in cycle tourism, of one sort or another.

Wednesday, January 31, 2018

Christchurch - relatively modest cut & cover tunnel could bring commuter and long distance trains right into city centre

File:JR-East-HB-E300-Resort-Asunaro.jpg
A diesel hybrid train in Japan - but under Christchurch city? There IS an option....
This essay © David Welch 2022  [updated from orignial published on this site © 2018 ] 

"Christchurch Railway Station is too far away from the centre of the business and commercial area".  Historical research reveals that this was a complaint as far back as 1863! 
Strong criticism was expressed even before the city's first station opened on "South Belt" (now "Moorhouse Avenue"). Calls were made for horses to be used to pull the detached railway carriages (arriving from Heathcote wharf) up into the central business area. 

 As researching old newspaper sites will reveal, the distance of the railway station from the centre of the city it has been constant Canterbury grievance for 159 years. In 1993, and the then privatisation of rail, the city's “central” passenger station was moved to an even more distant location, at Addington.

Any suggestion of re-instating a regional commuter rail network with the existing station falls at THIS, the first huge hurdle: -  If virtually all of the passengers have to transfer from the train service to buses to access the city centre, it negates any time saving efficiency and renders the whole system too clumsy and expensive to be attractive.

 Car usage in the modern age has created a cultural expectation of door to door travel with immediately adjacent parking – this has becoming increasingly difficult to achieve in a congested city, but it is still the gold standard.

However, subject to further investigation, there appears to exist an unique opportunity for Christchurch to bring commuter rail services right into the heart of the city and to do so at a relatively low cost by world standards. Train services from Invercargill, from Picton, from the West Coast and Southern Alps, as well as commutor services from greater Christchurch - Amberley and Rolleston included - would come right into the very heart of the city. 

Equally people in inner city apartments ans suburbs could access employment across the crescent spread of greater Christchurch - the big banana of tomorrow. Such a move seems likely to boost central city revival and increase investment in new businesses, inner city housing and employment  significantly. Not least, there appears a excellent chance to link rail access directly tofro the new 30,000 seat stadium and exhibition centre Te Kaha. 


Auckland's cut and cover tunnel project

Inspiration is offered by the construction of the [2019 figures] $4.4 billion City Rail Link in Auckland, a 3.5 km underground loop line from the city's main station, Britomart,up to Mt Eden and the western rail corridor. The first kilometre of of the Auckland underground system, from Britomart is a "cut and cover" tunnel just below the surface. Most of the remaining underground will be bored at a deeper level - this is a necessity because the Mount Eden  part of Auckland is situated on volcanic rock formation with hills too steep in their incline to allow the railways to follow exactly below surface slopes.

Of particular interest, is the way the City Rail Link follows the alignment of Albert Street through central Auckland, a huge trench being dug out (one side of the road at a time) and then lined with reinforced concrete walls, creating two parallel tunnels. When a concrete ceiling is placed on these, and the various underground services are reconstructed, the road above will be restored as it is now. This concreted trench tunnel will allow commuter trains to run in both directions some metres below the street.

At a quick glance it seems surprising that such a massive excavation can occur right in the midst of large tower buildings, but it is of course common to excavate large holes for the foundations of high buildings, with one high rise excavated right beside another. 
An added requirement, and an often huge cost of tunnelling under established streets, is the construction of new alignments for other underground services, such as water pipes, sewerage, electrical cabling, stormwater drains, etc., along or across the streets.

A cut and cover railway tunnel into the Christchurch central area

I believe, if the political will was there  it would be possible to build a similar 'cut and cover' reinforced concrete tunnel, offering two parallel railway lines (possibly more at station points) and three simple underground stations, starting from a point near the current Christchurch railway station at Addington and continuing right into the very commercial and business heart of of central Christchurch.

The cut and cover tunnel suggested here could be built across - that is to say well beneath - Hagley Park, then under hospital corner (with an underground station there),  and continue to an underground railway station complex, with escalators up into the Bus Exchange and Colombo Street, and Hoyts Cinema complex, and primary central city retail area. The lines would then  continue to Te Kaha, the new sporting arena and festive events etc, arena intended to hold 30,000 plus.  and an underground terminus at, near or under this new sports stadium and exhibition centre between Madras and Barbadoes Street.

This scenario would require the purchase of part of the former stock sale-yards site, in Deans Avenue, now demolished and currently in temporary use as a one level car-park for the hospital, served by shuttle buses. All other land required I believe is in the public domain, requiring no land purchase costs or legal disputes.

It goes without saying there are multiple synergies here, not least linking the main trunk rail lines to Picton, Dunedin and Greymouth, and past the  South Island biggest hospital, and directly to the retail centre of Christchurch and bus transport exhange.

I have included below some ballpark figures for likely costs. Noted; these are not minimised to be appear more palatable to potential opponents, but broadly realistic in terms of similar projects in other cities. Large "game changing" and city building infrastructure of this nature, designed for long term benefits into the billions, can not be built by enfeebled suggestions of reusing third-hand cast off rail units ex Auckland, or (most bizarrely, as was suggested some years ago) creating a "temporary commuter rail system"!  

Rather costs agiven are broadly calculated in reference to similar projects in Auckland and Wellington, obviously this can only offer a very rough guide, but not one I hope completely amiss.

A tunnel under Hagley Park
It is envisioned that from the main trunk line between Addington and Riccarton Road (running parallel with Deans Avenue) two separate lines would branch off heading eastwards in to Hagley Park. One line would offer access to trains tofro Rangiora and north, and the other access to trains tofro Rolleston and south. Both these lines would follow a gentle downward sloping curve that would take trains under Deans Avenue and then under Hagley Park. This might require a slight rise to carry Deans Avenue over the tunnel entrances, or even a slight landscaped hill at the edge of Hagley Park, to allow a sufficiently graduated slope into the two railway tunnels. Once under the park these two curving tunnels would come together and become either a straight double-track tunnel, or two parallel tunnels, and head underground towards "Hospital Corner."

                  
                 Section of the cut and cover tunnel under Albert Street in Auckland nearing completion
                 photo courtesy of CRL

Tunnelling costs around the world, are greatly effected by the surface being cut through but there will be no unexpected hard rock mass under Hagley Park or central Christchurch. Drainage will no doubt be a factor, but building a cut and cover tunnel through shingle or soft ground across the open space of Hagley Park, is likely to be cheap tunnelling by any world standards. Allowing for complex railway junctions and all safety and ventilation aspects, on roughly similar projects, I'd guess cost for this section, probably under $70 million.

After completion of the construction phase of the cut and cover tunnel, the earth and grass would restored over the tunnel ceiling perhaps three to six metres below ground level. There would be no obvious change in the appearance of Hagley Park, other than a possible replacement of a few large trees whose roots would otherwise interfere with the tunnel. There has been public resistance to past proposals to build car park facilities under Hagley Park – but that concept, by its very nature, feels a violation. I would imagine this option, intrinsically fostering a “greener” more pedestrian friendly Christchurch, would encounter a much smaller rump of opposition.

A station at or near hospital corner
At Hospital Corner, the tunnel would pass under Hagley Avenue and into - and of course under - Tuam Street  with obvious potential for station at this point. The existing under-road pedestrian tunnel for hospital staff and a separate public pedestrian tunnel could link to the hospital and outside areas to platforms on both sides of an underground station, as well as to the bus stops above.  Modern underground stations typically have glassed off tracks, the platform length doors only opening when trains are actually stopped, preventing accidents, suicides, graffiti etc.

The "Hospital Corner" station would offer easy walking distance access not only to the hospital and medical school, but also to the planned Metro Sports Facility, Hagley Learning Centre, Hagley Park and the cricket oval, the Botanic Gardens and boatsheds, Museum, Arts Centre, Christs College, City Council buildings and to the office blocks and apartments west of the Avon.

A tunnel under Tuam Street to city centre station beside Bus Exchange

Passing under the alignment of existing streets will be considerably more expensive than tunnelling under open park land. This said, the length of track suggested here, from hospital corner to the suggested terminus is only slightly over one kilometre. Based on the one kilometre of cut and cover tunnel being cut under Auckland's far more intensely developed lower Queen Street and Albert Street (where large storm water works etc. also had to be shifted) I suspect that such distance in Christchurch might be constructed for about $200 million.

      
            the cut and cover tunnel up Albert Street in 2018 before road reinstated   courtesy of City Rail Link

Two simple underground through-stations with above ground entrance foyers, one at the Hospital, and one near Colombo Street, linked into the Bus Exchange by lifts and escalators, together might add another $70 million

These stations are fairly close together, so the trains between them would virtually just slide along at under 20km, but link directly to the different mass catchments, the second here including direct access to all Colombo Street and Cathedral Square. 

A third station and terminus, only three blocks further east is also suggested and would be needed, if only for operational reasons, anyway.

Central city rail tunnel continues to Te Kaha Sports Stadium and Exhibition Centre
The terminus could be about 400 metres further along under Tuam Street between Madras Street and Barbadoes and directly beside or even directly underTe Kaha giant sports stadium and exhibition centre. This might also sensibly include an underground stabling area, four to six platforms/tracks wide, or similar. 

This stabling could create significant operational economies as overnight night, or during the off peak period during the middle of working days, some of the trains could be parked and internally cleaned here. This is effective in operating terms as in the evening rush hour extra units are already in the city centre to bloster the outward rush hour traffic.

Constructing a couple of island type platforms with stairs and escalators to the stadium above could also allow various units, and longer locomotive pulled trains, to load simultaneously (including those for Dunedin and South Canterbury and Rangiora and Amberly  etc.)  following major sporting events, or during large exhibitions and festive events held at the stadium.  With many people wanting to wine and dine before and after the game Friday and Saturday trains could be running not only before and immediately after events but into the early  hours as well, a significant additional income stream to workday commuter traffic 

This station alone might cost another $70 million, although possibly it might be built and leased back by the stadium builders or operators. Potential savings in terms of excavation, pile driving, stadium/station pillars etc. might also be achieved by simultaneous construction.
Or alternately it may be under a companion parking building or surface level parking or lawns.

The Central City bus and rail station and a Madras/Barbados Terminus, in the scenarios here would offer easy walking access to the Justice Precinct, the new Hoyts 7 Cinema complex, the Bus Exchange, Ara (Polytech), Catholic Cathedral College, High Street and Cashel Street Malls and Laneways and only slightly longer walking distance, Cathedral Square and other parts of the central city. 

The area of the central city south of Cathedral Square has always had more capacity to form the busiest shopping, commercial and business part of central Christchurch - the suggested railway line conveniently intersects this primary activity zone.


[ NOTE station symbol near Moorhouse Ave is intended as sample  - not return to former station  site!!]

Hybrid diesel or hybrid electric trains, an obvious option
Obviously it is not suitable to use diesel power in busy underground tunnels. Electrification of Auckland railway cost $1.3 billion, not counting the new trains. The huge cost of electrifying all the Canterbury lines could be postponed for many years, or even permanently avoided by using hybrid passenger rail units and locomotives. These systems can operate with batteries linked to either standard diesel, or with overhead as powered electric trains. When running only on the batteries these locomotives or units are capable of pulling surprisingly large loads (over a thousand tonnes) over reasonably long distances, typically 60-100km. Several international railway vehicle builders now offer hybrid options. Indeed, Auckland Transport had planned to purchase 17 hybrid such hybrid electric units, until both the main political parties announced they would fund overhead electrification of the line between Papakura and Pukekohe.

The added chance to recharge batteries from an overhead power supply, every time, whilst running through the central city tunnels, or while parked at mid-day or overnight in the underground terminus, would clearly support such a system and ensure smoke and exhaust free operation in the tunnels, as well as quieter running trains as far afield as Rolleston and Rangiora, perhaps using diesel only beyond these points.  A fleet of, say 20 hybrid 140 seat passenger units, and several separate hybrid locomotives to shunt or pull conventional coaches (including dedicated cycle coaches on the main peak hour trains) - the minimum rolling stock needed to operate a sufficiently frequent service (given population and regional distances) - would probably cost about another $300 million.  
   
                               
a cycle carriage on a New York commutor train for those using cycles at both ends of their commute
                 
Copenhagens  'S' Train, including specialised cycle carriages  - courtesy of ITF

The general upgrade of railway across the city to allow for commuter rail and (and no doubt a chance to improve freight movement) would also be needed, this might absorb another $200 million, and might include over-bridging of rail tracks on some arterial roads and the building extensive car parks for commuters in outer suburbs and towns. Wellington railway has over 4000 such car parking spaces across the region, Auckland is struggling to create more. 
The tired old equation “public transport versus private car” still occurs in local newsmedia or politician speeches; - it does no justice to “park and ride” character of public transport  in many modern systems serving sprawling built-up metropolitan areas. (Boston for example has over 46,000 park and ride spaces – in other words 46,000 cars that don't get driven into the city or on congested roads). Secure bicycle day-storage systems would also be necessary at most suburban stations.


Local and Regional authorities to meet only half the cost of construction?
This circa $1 billion seems (and is) a huge amount of money, BUT on the precedent of Auckland and Wellington it might be expected that central Government would provide a $300 million loan for purchasing modern rolling stock. This is then repaid over time, as part of annual operating cost by the regional authority overseeing railway operations. By similar precedent, in Auckland and Wellington, central Government could be expected to fund about half of the actual construction costs, either met directly by central government and its agencies, or  in some aspects as part of KiwiRail's infrastructure budget. In these circumstances the city/region would be looking at  financing about $350 million in a project that will hugely lift Christchurch's status and attraction to new residents, visitors and tourists.

That greater Christchurch should seek about $350 million in direct Government support ALSO seems to be nothing but a bit of "commutor rail equality" and “balancing of the books”, given the huge investment by Governments (both Labour and then National) in commuter rail in Auckland and Wellington in the last 20 years, presumably with a significant portion of that financed derived from Canterbury taxes.

Both these cities have had an obvious strong case for public transport infrastructure funding from taxpayers, Auckland because of its larger size and rapid growth, Wellington because pf its geography, its restricted central area and bottleneck approaches. This said, the population of greater Christchurch is actually larger, faster growing than that of Wellington region and the  extended metropolitan area population of Christchurch is expected to surpass that of greater Wellington region over the next 25 years. (NZ Transport Agency Stats - circa 567,000 versus 527,000)   

Extremely rapid growth of both Rangiora and Rolleston, and adjacent areas, makes it clear tomorrow's “greater Christchurch” will, in effect, be something of a banana shape extending over 25 kilometres northward and over 25 kilometres southwards. 

Exactly the sort of profile best met by commuter rail.
 
I think this concept put forward here is a huge game-changing possibility. As such it deserves a full multi-discipline professional feasibility study of the core concept. 

Used to assist this, the promised $100 million in Canterbury commuter rail funding by the Labour Government offered [in 2018]  might then go far further than anyone ever dared.

Extras
For (fairly historic) info on historic Wellington expenditure "Take the money and Run"

For the gross imbalance of NZ taxpayers money invested in Auckland (2013) Government asks New Zealand to massively subsidise Auckland transport?

Greater Christchurch to have a potential commuter base 80,000 people more than Wellington region within 25 years, or see [pages, see right hand column] 

City Rail Link (CRL) tunnels — City Rail Link This site offers a short You Tube illustrating how the cut and cover tunnel was made under Albert Street in Auckland. 
This site offers a walk through the cut and cover tunnel

Since the original blog was posted the new Labour (Plus) Government has announced  - Regional Rail for Canterbury 'On the table"

For the latest government plan to spend $14.4 billion  on a  light rail link serving Auckland Airport-city and (at a guess) about one sixth of the Auckland residential population catchment  Auckland Council not in a 'financial position' to help pay for $14b light rail | Stuff.co.nz