... the difficulty of predicting the future?? Or is it just the timing of this 2017 article is is out'?
,

                Petrol cars will be obsolete in 8 years, says US report

You'll probably want to read the article first....

My comment is..

I take the eight years bit with a grain of salt, but there are many aspects of Sebo's vision or foresight that do seem likely to come true. 

I like the parallel drawn with digital cameras - celluloid film cameras  were gone by lunchtime. 

Equally awesome - and deeply concerning - could be widespread potential poverty in new areas, or dramatic shifts in the world balance of power -  the sudden, and drastic reduction in income and status of major oil producing countries, such as Russia, Saudi Arabia, Venezuela, Nigeria  etc.

However I think there are some bits in the equation Tony Seba (or the newspaper report) gets  wrong. 

"No more petrol or diesel cars, buses, or trucks will be sold anywhere in the world within eight years."  

That might be true for new cars, but there is no way that huge numbers of people in the bottom earning 50% of the western populations (let alone less developed countries)  will be able to trade in used cars, whose value has rapidly diminished to virtually zilch, for electric cars selling at $20,000.  

On one hand their existing car is rendered virtually worthless, on the other these folks can't afford, or can't get, credit, to jump to $20,000. 

Or, if retired, perhaps the largest section of western poor, they may baulk at the risk of spending such a large portion of their rainy day capital on a car, when their actual amount of driving is anyway declining.

So I suspect however  expensive petrol becomes, it will take far more than eight years for the car owning world's poorer half  to let go of petrol cars. And if their value gets cheaper and the market is flooded with them.... well for a few years anyway it will be a buyers market.  Anyone for a BMW ? 

Trained mechanics may become less by virtue of no new ones being trained , but there will still be mechanics and that sort of know-how around, for a decade or two, and a good living to be made, official or backyard.

It will need a great many five, ten and fifteen  year older second hand electric cars on the market, to bring down prices to accessible levels , yet the insinuation of the article is that is they never wear out (so to speak) and this will surely slow the rate of upgrading that goes on 

Nor will they have been produced in sufficient quantity (at the present time ) to flood the market in eight years time. Indeed if electric cars take off that fast any 2nd hand electric car will be in demand and hold its price.

This suggests that even if fuel is expensive (and that keeps the remaining service stations happy) the poor and those on fixed incomes, pensions etc - will find it easier to hang onto their car and pay by the week, just use it less.  

Logically the extra finance charges of buying new, will be more than compensated by cheaper electricity, but who is to say it will stay so low.  

Let's call a disaster a disaster - then we can roll up our sleeves and start facing it

A doctor doesn't begin to help cure a patient until he or she identifies the specific illness.  

There is little hope we can deal with the huge threat to life and health, prosperity and human rights, posed by our rapidly intensifying climatic disturbances - worldwide - if we keep talking politely of "climate change". 

It is quite clear now that the correct over-all term is "climate disaster". 

The foremost factor in the disaster is climatic events are intensifying, occurring in multiple ways (many of these unforeseen)  and moving too fast for economies and people to easily adjust to. This will, at minimum, significantly divert spending and/or impoverish areas and individuals, depress economies - and at maximum will lead to mass starvation, societal breakdowns and conflicts, and disease spread on levels beyond anything in previous human history.  

On a local scale; how many major weather bombs need to hit South Westland before land-based tourist traffic becomes impossible? How many times can massive slips and flood damage be cleared, before this whole southern tourist loop becomes no longer financially viable? 

Compounding this problem is the fact that Franz Joseph straddles the largest earthquake fault-line in New Zealand, with a geological history of regular giant earthquakes. The latest is now "overdue", and when it strikes is sure to rupture the Westland roads in a thousand places including multiple bridge abutments, if not indeed tilting many of the hundreds of bridges themselves. 

And - not least - another climate factor; the retreat into the far distance of the glacier itself, once the primary tourist attraction. All this and yet the direct local resident beneficiaries of such spending are small in number, the regional population barely equivalent to that of one city suburb.

And of course, most of the international tourist trade, other (I believe) than cruise ships, is based upon generating huge amounts of carbon per passenger in every flight. 

To describe this, politely, as "climate change" is actually a recipe for madness! It will itself create, in the long run, panic and mass hysteria and untold suffering. 

Humans have, in effect, made war on the environment in multiple ways and the only way forward now is to accept as fast as possible we are already in the early stages of a massive world-wide climate disaster. 

This is not hysteria, this is the courage to "man up" (and "woman up") to face the fire ahead. Not least we need a  "war economy" where we accept the old casual consumerism is no longer viable, we have to find new ways of being human and re-structure accordingly. 

There will be huge lobby groups trying to block this, but in truth, once people readjust their lives, there will be no less satisfaction and fulfillment than before - possibly more. 

There are many different ways of living life and nothing sacred in the present high-consumption/throw away packaging based model.

The bold truth is whatever "costs the environment" must start costing the consumer more; whatever benefits and repairs the environment, must cost the consumer less."  Some aspects may have to be banned outright, 

Consumption and other practices that are "costing us the world" need to start paying their real price. Consumer products that can not be recycled or do not meet reasonable standards of durability should not be allowed licence. Sensible capitalists will start shifting their investments accordingly. 

The South Westland potential devastation model is tiny, a minute example, just one of the millions of such dilemmas now happening around the globe. 

An example of a larger problem is the 45 million people in Southern Africa suffering potential starvation through lack of rain and crop failure. If not this year, then next year, etc. Based on TV news, these people are still looking healthy but with the chance of being reduced to living skeletons, if not, more horrible, real ones. Their traditional weather cycles and growing cycles have been altered through the effect of gases created by the wealthy consumer lifestyles of the "advanced" nations. 

At the end of the 1960s classic movie "Judgement at Nuremberg" about the War Crimes tribunal about German atrocities during World War Two - as remembered - one of the defendants in jail pleads to a member of the legal team "But we didn't know". The legal representative's emphatic response - the essence of the movie - was "Because you didn't want to know".  

That was easier said that done when living in a murderous police state, but we have no such excuse. 

Let us call a spade a spade. Let us call it "climate disaster" right from the start.

Labour Fails South Island voters

In an appalling dump on South Island voters, Labour is to spend $159 million on Canterbury transport projects of a total spend of $6.8 billion. The rest of the South Island gets even less

As the South Island represents about 23% of New Zealand's population and presumably the equivalent amount in fuel and general taxes, this is a huge milking of the South Island. Labour appears to be even more aggressive than National in this respect 

Nor does this massive spend-up do anything to build a public transport alternative to cars in the South. 

Christchurch in the post-earthquake rebuild has opted to create a few on-street bus lanes and no form of dedicated rapid transit corridors capable of attracting and carrying large numbers of passengers, ignoring the success of these corridors in other similar cities and countries.(see footnote)

The latest farce appears to be the planned dumping thousands of extra cars and buses onto Bealey Avenue in rush hour.  

Christchurch lacks an integrated network where buses kriss cross with each other in a constant pattern ensuring access to workplaces, shopping centres and community facilities is virtually on a no-wait, two or more route option basis. It is little more than a rehash of public transport failure from 40 years ago!! 

Long distance travel - whether from peripheral urban settlements, tofro the Christchurch airport, or between the main urban centres Christchurch and Dunedin - is yet again forgone. 

Despite universities at both cities;  major crowd-pull summer and winter sports events and music concerts in each city; the potential to link "rail & bike" to access popular cycle trails in the South; or drive on car transporters to allow business people to work "online on line"  there still is no north-south passenger rail service options for the three-quarters of a million people along the eastern seaboard or visitors. 

Instead, the citizens of Dunedin, Oamaru, Timaru and Christchurch etc are asked to fund increased commuter rail services and systems for the citizens of the Wairarapa! (serving smaller commuter catchment population than a rail service just to Selwyn and Ashburton alone, let alone catchment area that would logically include Timaru).

This sucks Labour, what a joke. 

A sick joke to celebrate 50 years of climate change forecasts in the mainstream media! 

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!

Noted - I 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.

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 

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