
A diesel hybrid train in Japan - but under Christchurch city? There IS an option....
This essay © David Welch 2018 Updated April 2018
The
Christchurch Railway Station is too far from the centre of the
business and commercial area. This has been a complaint since 1863 !! Complaints were expressed even before the city's first station opened on
"South Belt" (Moorhouse Avenue). Calls were made for horses
to pull the detached railway carriages (arriving from Heathcote) up
into the central business area. As researching old newspapers will
reveal, the distance of the station from the centre of the city it
has been constant Canterbury grievance for 155 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 falls at
this, the first huge hurdle: - If most 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. Such a move seems likely to boost
central city revival and increase investment in new businesses and
employment significantly.
Auckland's cut and cover tunnel
project
Inspiration
is
offered by the
construction of the circa $2.8
- $3.5
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 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 tunnel, offering two railway
lines
(possibly more at station points) and three simple
underground stations, starting from a
point near
the current Christchurch railway station at Addington, into the commercial and business heart of of central Christchurch.
The
suggested cut and cover tunnel could be built across - that is to say well under - Hagley Park, under hospital corner (and an underground station there)
and under Tuam Street to an underground
station complex near the Bus Exchange and Colombo Street. This cut
and cover tunnel could then continue on to an underground terminus at the
planned 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.
I have included here some ballpark figures for likely costs. Noted; these are not minimised to be appear more palatable to potential opponents, but 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) creating a "temporary commuter rail system". Rather costs 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."
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 $60
million.
After
completion of the construction phase of the cut and cover tunnel, the
earth and
grass would
restored
over the tunnel ceiling perhaps
two or three metres below ground-level. There
would be no obvious
change
in the appearance of Hagley Park, other
than a possible removal 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 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, these 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 near 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
not much 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 also had
to be shifted) I suspect that such
distance in Christchurch might be
constructed for about $200
million.
The
two simple underground through-stations with above
ground
entrance foyers, at the Hospital, and a City Central station, near
Colombo Street/ and
linked to the
Bus Exchange might add another $60
million.
These
stations are fairly close together, the trains between them would virtually just slide
along at under 20km, but link directly to the different mass catchments,
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 need for operational reasons anyway.
A third station and terminus, only three blocks further east is also suggested and would be need for operational reasons anyway.
Central
city rail tunnel continues to new 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 under the proposed new giant sports stadium and
exhibition centre. This might
also sensibly include
an underground
stabling
area, four to six tracks wide, or similar. This
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
cleaned here.
Constructing a couple of island type platforms could also allow various units, and longer locomotive pulled trains, to load simultaneously (including those for Dunedin and South Canterbury etc.) following major sporting events, or during large exhibitions and festive events held at the stadium.
This station might cost another $60 million, although possibly it might instead 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.
Constructing a couple of island type platforms could also allow various units, and longer locomotive pulled trains, to load simultaneously (including those for Dunedin and South Canterbury etc.) following major sporting events, or during large exhibitions and festive events held at the stadium.
This station might cost another $60 million, although possibly it might instead 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.
Both
the Central
City 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.
[ station symbol near Moorhouse Ave is intended as sample - not return to former station site!!]
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.
[ 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 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 quiet 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 $250
million.
For those who need to cycle at both ends of their rail journey, peak hours trains (rather than units) could probably include dedicated multi-cycle carriages as used in the New York area.
For those who need to cycle at both ends of their rail journey, peak hours trains (rather than units) could probably include dedicated multi-cycle carriages as used in the New York area.
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 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.
I
am only an amateur "train (and bus)
spotter" but I believe it
is possible that this core
system could be created for around $600
million, spread over several years.,
and a $250
million loan for the purchase of trains.
These actual
amounts could
be more accurately determined by professional engineer or a proper
feasibility study.
If
Christchurch is going to catch up, it needs to face
realities and lift its game and its
vision, study comparable systems in New Zealand and overseas and
seek intelligent levels of funding. The
city has wasted over two
decades
investigating
piecemeal and underfunded proposals
utilising third hand rolling stock and inadequate stations, including
such professional absurdities
as a “temporary” commuter rail system!
It has also completely ignored bus-way
corridors, by-passing congestion, and taken an absurd 20 years merely
to establish bus lanes on short lengths of congested roads!
Local
and Regional authorities to meet only half the cost of construction?
This
$850
million 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 $250 million loan
for purchasing
modern rolling stock. This
is then repaid as an annual operating cost by the regional authority
overseeing railway operations. By
similar precedent, central Government would
also fund
about half of the construction
costs, these met
directly by
central government and
its agencies,
and in some
aspects as
part of
KiwiRail.
Despite such a large sum, it is well
below large tax-payer amounts spent (and
to be spent) in Auckland and Wellington.
That
greater Christchurch should seek about $300
million in
direct Government support seems
nothing but a bit of "transport
equality" and “balancing of the books”,
given the huge
investment by Governments (both Labour
and then National) in commuter rail in Auckland and Wellington.
Since 2003 Auckland
has received
at least $3,300 million
in government support for rail and
busway infrastructure with $1,400
million (and
more if needed)
promised for the underground
City Rail Link loop,
previously mentioned.
Since
2007
greater Wellington
– like Christchurch only quarter the
population of Auckland - has only
received $500,000 in Government grants
and loans towards
upgrading railways infrastructure. Just
before Christmas the Greater Wellington Regional Council announced it
was seeking another $200 million from Government for a further rail
upgrade. Further
pressure is on for Government funding of light rail to the airport,
which on similar costs to the Gold Coast
light rail, will require well over a $1000,000,000 dollars and make little
difference to journey time.
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 greater need has been recognised by the estimated billion dollars taken out of road and fuel taxes generated in Canterbury and transferred to projects in northern cities. And 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) Simplified graph here - [or see "Lies, Damned Lies and Statistics" page in right hand side box; this also determinines the comparable commuter zones, matching apples with apples].
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.
Greater Christchurch too has its bottleneck too – the crossing points of the Waimakariri River and - not least - the finite capacity of the city's own arterial roads and urban intersections to provide effective peak hour journey times.
Exactly the sort of profile best met by commuter rail.
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.
Greater Christchurch too has its bottleneck too – the crossing points of the Waimakariri River and - not least - the finite capacity of the city's own arterial roads and urban intersections to provide effective peak hour journey times.
Exactly the sort of profile best met by commuter rail.
Wellington
also has
it's Wairarapa Line - $25 million was spent on carriages and line
upgrades to from Wellington to Masterton (80km), a
service which now offers five
trains a day. Could we not one day see at
least an early morning commuter train
from Timaru
and Ashburton to Christchurch, to the benefit of all Canterbury areas linked?
On
precedents set in Auckland and
Wellington, direct grants from the
Government or Government agencies or incorporated
in KiwiRail
capital works,
would meet about half
the construction costs,
leaving $300
million to be found from local and
regional public authority sources or
from public-private partnerships.
Creating
a central city rail corridor seems
so fundamental
to making an increasingly vibrant and
attractive rebuilt Christchurch a truly
dynamic city centre easily fed by the larger catchment of metropolitan sprawl.
This includes being
able to tie together the main new growth areas in Rolleston and
Rangiora, and keeping
the cultural, sporting and business heart of the whole Canterbury
province accessible to all. It also
allows
easier
access to housing and
employment across the whole
metropolitan area, including
those in inner city apartments. who
residents work further afield. In this
light central Government assistance to
the tune of around $2-300
million is not an absurdly large expectation. In fact $100 million is
already promised by the new Labour government for commuter rail in
Christchurch, though this would amount
would offer far too little make any sort of effective or game changing attractive system in itself.
As
is obvious, no railway construction is cheap, but once established, a
railway line into the city centre will can create benefits for
generations. A good example of such foresight , close to home, is
the Lyttelton Railway Tunnel. The decision to build that
huge-for-its-era railway tunnel - the first great engineering project
in New Zealand - was made in 1858 when Canterbury had less than 5,000
adult residents. These pioneers held a larger vision and the courage
to build a far more difficult transport corridor than that is
suggested here.
Of course the approximate $900 million doesn't just buy a 2 kilometre central city railway tunnel - by seizing the central ground, so to speak (and literally) it secures the pivotal point for whole core commuter railway network for greater Christchurch.
Even on just existing rail corridors it links almost 60 km of built up area to the city's heart, with obvious room for expanding peripheral lines over the decades ahead.
In contrast to motorways, this is without adding further to city congestion, without increasing delays and without parking costs!!
Also among other things, a commuter rail running right into the heart of the central city is likely to vastly increase construction of central apartment buildings, major administrative headquarters, and office complexes, major tourist hotels, copious central city dining and nightlife, potentially even trains operating right through the night on weekends, helping to attract super large crowds to sporting and festive events.
Of course the approximate $900 million doesn't just buy a 2 kilometre central city railway tunnel - by seizing the central ground, so to speak (and literally) it secures the pivotal point for whole core commuter railway network for greater Christchurch.
Even on just existing rail corridors it links almost 60 km of built up area to the city's heart, with obvious room for expanding peripheral lines over the decades ahead.
In contrast to motorways, this is without adding further to city congestion, without increasing delays and without parking costs!!
Also among other things, a commuter rail running right into the heart of the central city is likely to vastly increase construction of central apartment buildings, major administrative headquarters, and office complexes, major tourist hotels, copious central city dining and nightlife, potentially even trains operating right through the night on weekends, helping to attract super large crowds to sporting and festive events.
I think this concept put forward here is such a game-changing option that the Councils should professional engineers, transport planners and accountants etc. to do a feasibility study of this concept. Used to assist this, the promised $100 million in Canterbury commuter rail funding by the Labour Government might then go far further than anyone ever dreamed.
Extras
For a more detailed 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]
For a previous suggestion, for a further rail corridor in Christchurch Airport to City rail and Orbital rail route in Christchurch suggested
Since the original blog was posted the new Labour (Plus) Government has announced - Regional Rail for Canterbury 'On the table".
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