Govt sceptical of passenger rail link plan

The government is sceptical of a plan for a fast passenger rail network linking Auckland, Waikato and the Bay of Plenty.

A Regional Tilting train on Switzerland's rail network.

A ’tilting’ train on Switzerland’s rail network. Photo: Supplied

The transport lobby group Greater Auckland has proposed a $1.45 billion rapid rail service linking Auckland to Tauranga, Rotorua, Cambridge, Hamilton and Te Kuiti.

Initially, refurbished railcars would be used, but ultimately there would be high speed tilting trains similar to those used in Switzerland.

Greater Auckland said local and central government would have to help with the cost.

In a statement, the Minister of Transport Simon Bridges said the government was always open to ideas for improving New Zealand’s transport system.

But he said the Greater Auckland proposal seriously underestimated capital costs, and any new service would have to be backed by a sound business case, be commercially viable and be supported by key stakeholders.

The New Zealand Transport Agency said there were many operational matters that would need to be considered in detail to understand the implications of the proposal.

The agency said it was already investing in rail and road in the region to make transport easier.

Greater Auckland has said the costs were not large when compared with routinely-announced roading projects.

The plan has received backing from the mayors of Hamilton and Tauranga.

Car system stuffs up transport system

Up to 65 young, quality truck driving graduates come off the production line in Tauranga each year but far too few to satisfy the needs of the road freight transport industry.

“We are just meeting our area needs,” says Dean Colville of Toi Ohomai Institute’s specialist road transport training centre in Mount Maunganui.

But then, on reflection, “in fact, not even that. Because there’s a shortage of thousands”.

It’s a national problem and an historic one.

For example, the amount of freight carried on our roads has increased 60 per cent since 2000 but the number of people with class 5 licences, the big rig drivers, has increased by only 10 per cent.

“The road freight transport industry regularly contacts Toi Ohomai wanting our students but we just don’t have enough of them. And there aren’t too many students left over at the end of the 16-week course who haven’t got a job to go to straight away.”

When the students are out on work experience they get snaffled up.

“If they do half a good job they’re generally picked up or referred on to someone who needs a driver.”

That’s because it’s an ageing industry. Since 2013 road freight transport has lost 3000 drivers to retirement, illness or injury. The problem just worsens as drivers get older.

A survey three years ago found 85 per cent of 150 transport companies nationwide were short of drivers and there’s no reason to believe this has improved.

“The problem, in a nutshell, is the graduated driver licensing system,” says Dean. “The car system has stuffed up the transport system.”

A full car licence is a pre-requisite to enrol for the New Zealand Certificate in Road Transport Level 3 at Toi Ohomai.

“So they are 18 to 18 and a half years old and then there’s a six-month stand-down before they’re eligible for the 16-week course,” says Dean.

“And 6000 kids leave high school each year and the industry sees none of them because they don’t have a full licence.”

They don’t qualify to learn to be truck drivers, so the disenchanted would-be truck drivers go elsewhere to work.

Dean says the system means most new drivers are coming into system in their mid to late 20s. “Great having that maturity but we are losing most people in the 18 to 25 year range when they could be really beneficial to the industry, providing manpower that we lose year on year.”

However the pull to be part of the road transport industry is hard to shake. “And they come back eventually,” says Dean. “But most of our students are over 25 and they feel they’ve wasted several years getting into the industry they wanted to be in in the first place.”

There are a lot of initiatives aimed at resolving the problem.

Like the initiative driven by the government-led Sector Workforce Engagement Programme which aims to improve employers’ chances of getting reliable and appropriately skilled staff at the right time and place.

It’s talking with the industry and tertiary providers about the recruitment issues and how to resolve them. It’s a push that hasn’t happened in the road transport industry before.

“People are talking, people are working together and being smarter,” says Dean. But will it work?

“Truth be told, no. We are always going to have the problem of the driver licensing system. And until they change that and allow us to get younger drivers through quicker, nothing will change.”

There are other issues. “The hours and wages also mean difficulties around attracting young people to an industry that is not looked upon favourable as a career path,” says Jon Reid, national transport sales manager for freight operator GBC Winstone.

But it’s also an industry that has its attractions for young people. Ask Dean Colville.

“A lot of it’s to do with lifestyle, being your own boss, travelling the country, the romantic notion of trucks,” says Dean. ”People just want to drive trucks, they have grown up watching trucks and want to be part of it.” And, he says, there are hundreds of different trucks jobs.

”You can do 20 hours a week or 70 hours a week; you can do night shift or early mornings; there are smaller trucks around town, the bigger trucks that operate regionally and then you have the bigger truck and trailer units running up and down the country.”

And because there is such a shortage of drivers they can almost pick and choose what they want to do and where. Dean has a different take on the money.

“It’s $18 to $20 an hour for someone with not much experience, then up to $25 to $30.But if you are driving a milk or fuel tanker it could be up to $38 an hour. So work long and hard and potentially it’s a good lifestyle and a very good earner.”

And there’s lots of work to do. Thirty-two per cent of the country’s freight is carted on roads in the Bay of Plenty and Waikato. Now SWEP and the industry is focused on drawing 1000 new drivers into the road freight transport industry to help move that product and fix a problem that just won’t go away.

Port on Labour’s $20m rail plan: ‘I’m surprised no one talked to us about it’

Labour leader Jacinda Ardern’s $20 million promise to link passenger rail services between Tauranga and Auckland has already hit a snag, with Port of Tauranga’s boss questioning its likelihood.

The high-speed rail proposal was released last week by lobby group Greater Auckland and was immediately backed by the Green Party.

Ardern yesterday addressed a crowd of about 400 on Tauranga’s waterfront and pledged Labour’s support for the plan.

She said Tauranga was a special place for her and called up a young girl who was a family friend with a home-made “Let’s do this” T-shirt.

“The ‘Golden Triangle’ of Auckland, Hamilton, and Tauranga contains half our population and economy. In the next 25 years, it is projected to gain another 800,000 people – three-quarters of national population growth. It’s time this growing region had a modern, rapid rail service,” Ardern said.

Ardern pledged the $20m to establish the first stage of the passenger service proposal – estimated to cost $10m.

If demand is there, Labour would look to invest in stages two and three of the plan, delivering services travelling up to 160km/h throughout the wider region.

The additional $10m would be invested over five years for operating costs.

When asked by the Bay of Plenty Times if she had spoken with the Port about whether the plan was possible, she said: “Not specifically, but I don’t imagine it would have any impact on the work that they do.”

Port of Tauranga chief executive Mark Cairns disagreed.

There are 78 freight trains a week on the rail line to the Port and this was expected to rise to more than 90 per week over the next 12 months.

“I’m surprised nobody has talked to us about it,” Cairns said.

Labour’s Transport Spokesman Michael Wood said the eastern main trunk line –
“which will be the bit of track that the Port is referring to” – had capacity for four trains per hour.

Wood said Labour was looking at just two trains a day using the line, “so it’s got capacity of four per hour, there is absolutely capacity within there to deliver that”.

“And no one user … certainly, has a right to exclude others,” Wood said.

“As the policy gets developed further and implemented, we’d certainly sit down and talk with the Port, but when you’re developing a policy like this, you don’t necessarily sit down with what is effectively a private company that currently has exclusive use of that track and has interests of potentially keeping others out.”

Tauranga Mayor Greg Brownless said he did not think the rapid rail proposal would have an impact on the Port.

“We’re only talking about a train or two a day, so I don’t think that would interfere with the Port, no.”

Kiwirail were not able to respond to requests for current line use by freight trains in and out of the port before publication last night.

Transport Minister Simon Bridges, who is also Tauranga’s MP, said Labour’s adoption of the passenger service was unrealistic.

“The Auckland-Hamilton-Tauranga rail line is our busiest freight route and simply doesn’t have the capacity to also be a commuter rail line.”

Tauranga Labour candidate Jan Tinetti said passenger rail was long overdue for Tauranga.

“The growth that we’ve had here has been phenomenal in the last few years and we need to actually look at public transport.”

Labour also plans to:

• Boost transport investment in regional projects across the country by doubling the funding range in the Government Policy Statement.
• This will lift funding available for regional projects from $70m-$140m a year to $140-$280m a year.
• The increased funding will be available for all regions and for all transport modes.
• Ardern also set out a promise for her first 100 Days in Government – holding a roading summit in Wellington for the county’s local bodies and transport bodies.

Vigorous expansion in the China-owned fleet

Expectations of robust growth in the China-owned merchant ship fleet this year have been reinforced by expansion during the first half. Additional container ships, tankers and bulk carriers contributed a large increment. The trend looks set to continue, as many new vessels are on order for delivery over the next few years.

Further reorganisation progress among Chinese state-owned shipping companies seen in recent months is another aspect. Changes under way are designed to improve efficiency and boost competitiveness, enhancing financial performance amid difficult global circumstances in the main market sectors.

An enlarging fleet

In the past two years, stronger fleet growth returned to the China-owned fleet. After a previous deceleration, increases of 7 percent in 2015 and 8 percent in 2016 were seen, measured in gross tons capacity. Based on provisional Clarksons Research calculations, the first half of this year saw an increase of 5 percent (comparing the fleet at the end of last year with the total at end-June 2017). Numerous newbuilding deliveries were recorded.

At mid-2017 the entire China-owned commercial fleet, excluding Hong Kong-owned vessels, reached 147.2 million gross tonnes. This volume comprises the world’s third largest by owner nationality, at 11.5 percent of the global total. Greece is the biggest, and Japan is number two.

During the first half of this year bulk carriers, the largest part of the fleet, increased by 3 percent, reaching 77.5m gt. Tanker capacity was up by 8 percent to 27.4m gt, while in the container ship segment a 9 percent rise to 23.5m gt occurred. Gas carriers, liquefied natural gas (LNG) and liquefied petroleum gas (LPG), experienced an 18 percent increase to 2.6m gt.

Ships’ cargo carrying capacity (or, more correctly, total lifting capacity) is expressed here in gross tonnes, because this is a common measurement. Usually, bulk carriers and tankers are measured by deadweight tonnes, container ships by the teu (twenty-foot equivalent unit) and gas carriers by cubic metres. Another statistical point is that vessel ownership nationality is defined by the country where the parent owning company is located.

Additions and employment

Among notable changes in the China-owned fleet during the 2017 first half, newbuilding deliveries of large ships were prominent. According to reports, six tankers of between 308,000 dwt and 319,000 dwt, in the very large crude carrier (VLCC) size category were delivered. Two LNG carriers of 174,000 cubic metres were completed. A number of new 9,400 teu container ships joined the fleet, while numerous capesize bulk carriers in the 180-210,000 dwt size group also were delivered. Further units may be added when more complete information is available.

Where are these and other ships employed? Many new vessels, as well as a large portion of the existing fleet, participate on routes connecting China with import suppliers or, in some cases, export markets. Some are employed in international ‘cross trades’ where China is not involved. Yet other, often smaller, vessels participate partly or wholly in the Chinese coastal trade, a huge protected market limited mainly to Chinese registered, owned and operated tonnage.

An analysis published several weeks ago by Clarksons Research revealed that the China-owned fleet frequently visits ports in China. Currently as much as 74 percent of port calls by ships in this fleet (based on tankers and bulk carriers only) are at domestic ports. The result contrasts with employment of these vessels by some other top shipowning countries. Japan-owned ships home port visits comprised about 53 percent of the total while, for the number one owning country Greece, a low 9 percent was observed.

Further consolidation

Organisational changes are also prominent. As well as the mega-merger between COSCO and China Shipping Group last year, another large merger of state-owned shipping companies was arranged but not fully implemented. During the first half of 2017 reports suggested that the Chinese government was applying pressure for China Merchants Group, and Sinotrans & CSC Holdings, to completely integrate their businesses, signs of which later emerged.

What can be achieved by such amalgamations? Consolidation is widely recommended as a necessary step towards competing more strongly and achieving greater market share, an especially valuable attribute when over-capacity prevails and markets are weak. Increasing efficiency, reducing costs, benefiting from business ‘synergies’ and leveraging economies of scale are all seen as useful advantages of this process. But historical examples show that the improved financial performance anticipated sometimes proves difficult to attain.

The China-owned fleet is now dominated by the two new groupings, COSCO and China Merchants. Numerous other companies also own ships, some of which are leasing and financing businesses connected with Chinese and foreign operators.

Another consolidation of great significance for the global shipping industry has begun, involving a state-owned Chinese company and a foreign ship operator. In mid-July this year the Hong-Kong owned Orient Overseas Container Line (OOCL), the world’s seventh biggest container service operator, with 66 owned ships totalling about 440,000 teu, agreed a $6.3 billion takeover by China’s COSCO.

Analysis by Drewry Maritime Research characterises OOCL as being ‘a very well-run company’. The combined COSCO-OOCL operation is placed in the number three position among container lines, after leaders Maersk and MSC. Based on June 2017 data, calculations showed an existing COSCO-OOCL fleet totalling 2,185,000 teu capacity, equivalent to an 11 percent share of the world container ship total. Both COSCO and OOCL are members of the Ocean Alliance of container shipping lines which, it is suggested, will be beneficial in facilitating the merger.

A possible obstacle is foreshadowed by a comment that the takeover is likely to prove ‘tricky and sensitive’. The deal is subject to approval by various regulators in Europe and the USA as well as China, who will consider competition aspects.

Orders imply fleet growth

China’s merchant ship fleet capacity will be greatly determined by many new vessels ordered from shipyards for delivery in the remainder of this year and 2018, as well as later. However, capacity expansion will be affected also by scrapping of older ships and by second-hand purchases and sales, influences which are not straightforward or easy to predict.

As calculated at mid-2017 orders at shipbuilding yards placed by China-based owners, for all vessel types and sizes, comprised 405 ships amounting to 24.2m gt, according to Clarksons Research. The total was equivalent to just over 16 percent of China’s existing fleet. Within this total, 6.8m gt or 28 percent was scheduled for delivery in second half 2017 and 55 percent next year. The actual timing of newbuilding deliveries may differ from that scheduled, however.

Among notable vessel types on order, container ships in the 19-21,000 teu ULBC (ultra-large box carrier) size group, and 9,400-14,500 teu range, are prominent. Tanker newbuildings for the China-owned fleet include VLCC 300-319,000 dwt orders. Also, a second phase of the valemax 400,000 dwt ore carriers category is approaching, with a further thirty ships ordered for Chinese shipowners. Additionally, numerous bulk carriers in the capesize category have been ordered.

Shipowning intentions

Perceptions of robust future fleet enlargement are reinforced by an underlying theme. A long-stated Chinese government aim is to ensure that a greater proportion of the country’s vast seaborne trade is transported in ships owned and controlled by companies based in China. The extensive container ship, VLCC tanker and valemax ore carrier newbuilding programmes are consistent with this broad objective.

The leading tanker owning company, China VLCC, in May this year was reputed to control the world’s largest fleet of VLCCs. This operation is a subsidiary of China Merchants (it was originally jointly owned with Sinotrans & CSC, which has merged with China Merchants), controlling 41 ships and having placed orders for 12 newbuildings to be delivered during the remainder of this year and 2018. Reports suggested that additional acquisitions were being considered, intended to further enlarge fleet capacity.

Noteworthy also was a report indicating that Chinese owner Shandong Shipping had been looking at possible secondhand VLCC purchases, adding to its involvement in the bulk carrier and gas sectors. A key motivation for buying large tankers appeared to be to provide extra, more economical transportation for crude oil imports by small private independent refiners. These refiners, known as ‘teapots’, many of which are located in Shandong province, have seen a great expansion of their imports after receiving larger allocations of government quotas.

In the container sector one commentator has suggested, perhaps controversially and apparently based on supposition, that China’s target is to achieve the number one position in the container ship operator world ranking. Both commercial and geopolitical logic, it is argued, point in this direction. That contention is based on an impression that China is anxious to protect supply chains, while strengthening its defence and security presence. It is suggested that a much larger container shipping involvement can assist in attaining these objectives.

An elevated role

Other aspects relevant to the upwards fleet trend are visible. How does China’s Belt and Road Initiative (also known as ‘One Belt, One Road’ or OBOR) relate positively to the China-owned merchant ship fleet? The BRI’s main physical feature is a planned huge scheme of infrastructure projects intended to improve trade connectivity across a wide geographical area. The ‘Road’ part of the title represents the ‘21st Century Maritime Silk Road’ concept, a sea route pattern stretching from the South China Sea and South East Asia, through the Indian Ocean and Middle East area, into the Eastern Mediterranean.

Port developments progressing in a number of foreign locations link the Road’s sea routes with elements of the land routes in the ‘Silk Road Economic Belt’, the second portion of the grand scheme. China’s merchant fleet expansion can be related in part to this scheme, although actual shipping services on the sea routes or associated with these have not been accorded as much attention as the improvement of port facilities.

Illustrating how shipping services are evolving, recent news highlighted COSCO Shipping Specialized Carriers Company, which operates 120 ships including multipurpose and heavy lift tonnage. These vessels are often employed beyond BRI countries, to many destinations in Africa and South America. Cargoes of construction materials needed for building power plants, factories, roads and railways are carried, as well as a wide range of heavy plant and machinery and manufactured goods.

Attention has been drawn also to a category of the China-owned fleet where ship employment is fully controlled by foreign companies. This feature occurs where vessels are bought by Chinese companies for leasing to foreign operators. Prominent providers of this type of lease finance are International Commercial Bank of China (ICBC), Minsheng Bank, and Bank of Communications (BoCom). Many container ships have been financed. A total $11.5 billion was reportedly invested in shipping by Chinese leasing groups during 2016.

One news item suggested that, if future market weakness resulted in foreign companies defaulting on payments due to Chinese financiers under leasing arrangements, potentially China could gain a more powerful influence over the global shipping industry. In response, a leading shipbroker contended that such an opinion appeared to be an exaggeration.

Adopting a broad viewpoint, strong evidence points to the China-owned merchant ships fleet experiencing further substantial growth in the years ahead. Partly this may reflect more financing of vessels, leased to foreign shipping companies, which have full long-term operational control. Mostly, however, shipping companies based in China seem likely to be the operators of additional tonnage joining the nationally-owned fleet. Although some uncertainty surrounds the exact pace, a solid upwards fleet trend can be predicted.

Article by Richard Scott, associate, China Centre (Maritime), Solent University and managing director, Bulk Shipping Analysis

Article arranged on behalf of Hellenic Shipping News Worldwide

Atkins and Inrix team for transport data revolution

Agreement means Atkins’ engineers and project managers will have access to real-time traffic information across five million miles of road

Millions of miles of road data will help to improve master-planning

Millions of miles of road data will help to improve master-planning

Design, engineering and project management consultancy Atkins has entered a global partnership agreement with connected car services and transportation analytics firm, Inrix.

“Atkins recognises there is a growing need for tools to identify trends when planning, monitoring, assessing and communicating the performance of transportation networks,” said Scott Sedlik, general manager, global public sector, Inrix.

“This partnership enables Atkins’ project teams to carry out ground-breaking analysis that will not only improve urban mobility but also help drive cost efficiencies for their clients.”

This agreement means Atkins’ engineers and project managers will have access to Inrix XD Traffic, which delivers accurate real-time traffic information across five million miles (eight million kilometres) of road in over 47 countries.

Additionally, Roadway Analytics offers access to in-depth roadway performance analysis and visualisations; and Trips, which provides accurate insights to better understand the movement of people and the journeys they take.

All of this will help improve master planning, influence the design phase of transport modelling and meet the demands of new intelligent mobility opportunities.

With predicted global infrastructure investment set to reach $3.3 trillion annually across transportation, power, water, and telecommunications systems, the need for using insight derived from a variety of data sources is critical for creating smart and future proofed cities.

“From new smart highways enabling connected and autonomous vehicles, to designing the latest masterplans – we are now able to provide a hybrid of our people’s expertise combined with the rich data insights from Inrix,” added Lee Woodcock, global product director for intelligent mobility, Atkins.

“By fusing the two together, we provide a globally progressive offering into the intelligent mobility and infrastructure sector.”

Atkins has already been applying Inrix data on several projects:

  • In the UK, its real-time traffic flow data is being used to provide improved insight on travel times for large infrastructure projects
  • In Colorado, North America, data has been providing insight into the need for operational improvements on state highways, understanding how to relieve traffic congestion and prioritise the implementation of traffic control technology
  • Also in Colorado, on the US Highway 85 (US 85), data is being used to measure before and after travel times
  • Data is supporting Atkins to evaluate existing traffic conditions in several planning and environmental linkage (PEL) studies in Colorado.

 

If you like this, you might be interested in reading the following:

Calgary selects Inrix for traffic data services

City planners can perform before and after studies to quantify and communicate the impact of road projects

smartcitiesworld.net/news/news/calgary-selects-inrix-for-traffic-data-services-1701

LA named as most traffic clogged city in the world

Study reveals that Los Angeles drivers spend on average 104 peak hours in congestion last year

smartcitiesworld.net/news/news/la-named-as-most-traffic-clogged-city-in-the-world-1402

Slow down, you’re going too fast

New Dangerous Slowdowns service uses real-time data from vehicles to warn drivers of sudden stops ahead

smartcitiesworld.net/news/news/slow-down-youre-going-too-fast-1641

 

Billions needed as Auckland transport funding gap grows

A short-term $1 billion funding plug is needed for a widening gap in Auckland’s future transport needs, a leaked report says.

Population growth has led the Auckland Council and the government to agree to an earlier start on light rail and a fleet of electric trains, but this has left open the question of how to pay for the infrastructure.

AUCKLAND - FEB 13 2017: Traffic jam in Auckland, New Zealand.

Auckland mayor Phil Goff has conceded rates may have to rise higher than his 2.5 percent election promise, and that an interim transport levy on ratepayers – due to lapse next year – may have to be extended.

An updated version of the Auckland Transport Alignment Project, which was leaked to Labour’s Phil Twyford, showed the funding deficit for the next decade blowing out by $1.9 billion to reach $5.9bn.

Read the leaked document: (PDF, 805KB)

About $1bn of that needed to be found for a three-year period starting next year. Most of that came from accelerating – by four years – the completion of the first leg of a light rail line from downtown to Mt Roskill.

Another big ticket item will be the second expansion of Auckland’s electric commuter rail fleet, expected to be needed around the opening of the City Rail Link tunnels, earmarked for 2023-24.

The city hopes to order 17 new trains for service in 2019, costing $207 million.

The big unanswered question is how the growing funding gap will be plugged, especially for 2018-21 when the deficit rises from $380m to $1.3bn.

Mr Twyford said National had rejected all of Auckland Council’s proposals for generating extra revenue to cover the funding shortfall, but hadn’t come up with any answers of its own.

“National won’t say where the money is coming from for its plan. Either they don’t want to be honest with Aucklanders about how the funding will be raised, or they are going to force the rest of New Zealand to pay for Auckland’s growth.”

Mr Twyford said it was “completely irresponsible” of the government not to come clean on the funding.

“Last week they announced $2.6bn worth of new, mostly roading projects, and they said nothing about how they are going to fund that … So, where’s the money?”

Minister of Transport Simon Bridges, in response to a question in Parliament from Mr Twyford on Thursday, said:

“I’m very confident we can do the job required. We’ve already got strong revenue from petrol taxes and road user charges – more than we thought – and more coming in than forecast.”

Mr Goff and the Labour Party have called for a 10 cents a litre petrol tax in the city to bring in an extra $160m a year, but the government has rejected the idea.

Mr Bridges told RNZ that while the government would pick up the lion’s share of the investment, the council would not get off “scott-free”.

Mr Goff told Morning Report he would prefer not to extend the transport levy of $114 a year on households, nor to raise rates further, but that could happen.

“I’m dealing in a good faith negotiation with government, and they want me to look at all of the options, and I’ve agreed to look at all of the options,” he said.

When asked about his 2.5 percent average rate rise pledge, Mr Goff pointed to the city’s rapidly rising population.

“Nothing is ever set in stone, but we have had a really fast increase in population, and that has to be in the mix.”

Mr Twyford said Aucklanders should have to put their hands in their pockets and pay their fair share, and it was reasonable to expect they would be willing to chip in.

“That’s important because you can’t ask people in Whanganui, Invercargill and other regional centres to just write a blank cheque to fund Auckland’s growth.”

He said Labour would use a regional fuel tax, targeted rates and infrastructure bonds to cover the shortfall if it was elected.

Winston Peters agrees with Cubic – wants heavy rail to Auckland Airport

 

Aucklanders are being offered the choice of driving, catching a bus, modern trams and going by train to the city’s airport by the political parties at the elections.

New Zealand First is the latest party to comment on public transport to the airport, with leader Winston Peters saying it is committed to a conventional rail line along the Puhinui route.

A new rail line could be built from Puhinui station on mostly undeveloped countryside to connect with the airport, Peters said in the letter to the Herald today.

He said cities overseas have heavy rail connections between their airports, city centres and rail networks, saying New Zealand First does not accept that the cost of heavy rail to the airport had increased from $600 million 10 years to more than $2 billion, as claimed by Auckland Transport.

Peters said Labour leader Jacinda Ardern, National, the Greens, Auckland Council, Auckland Chamber of Commerce, NZ Transport Agency and others have all jumped on the bandwagon for light rail, or modernised trams.

“In Auckland, light rail would not provide enough capacity in either the medium or long term, and would be 30 per cent or worse slower than heavy rail,” Peters said.

Labour and the Greens are promising to build light rail to the airport from Wynyard Quarter, up Queen St and down Dominion Rd – an option supported by Auckland Transport and NZTA.

National says the new Waterview Tunnel has reduced driving times to the airport and has plans for rapid buses to the airport, possibly followed by light rail by 2047.

How the parties will transport you to the airport
National: Road and rapid buses. Possibly light rail by 2047

Labour: Light rail(modern trams) by 2027

Greens: Light rail(modern trams) by 2021

NZ First: Conventional rail

Govt reveals investment to speed Auckland transport (scroll to the bottom for Cubic’s view)

The government has made an election pledge to inject billions of dollars more into Auckland’s road and rail network.

Auckland motorway

The money will help close any funding gap in the $27 billion of Auckland transport projects, the government says. Photo: 123RF

Transport Minister Simon Bridges has confirmed it is working with Auckland Council on providing more money to speed up transport projects in the region.

Projects being considered are the Mill Road arterial road in south Auckland, the North-Western Busway, the AMETI highway, busway and cycleway project in south-east Auckland, extending electrification of rail from Papakura to Pukekohe, and a third main rail line, from Wiri to Westfield.

No caption

Transport Minister Simon Bridges Photo: VNP / Daniela Maoate-Cox

In a statement, Mr Bridges said the projects would help close any funding gap, of up to $7 billion, in the $27bn of planned investment in Auckland transport projects over the next decade.

The projects would be “substantially” completed over the next decade, the minister said.

The announcement of more investment comes as a report, commissioned by the Employers and Manufacturers Association, said traffic congestion in Auckland could be costing nearly $2bn a year and was having a big impact on the city’s productivity.

Auckland Mayor Phil Goff welcomed confirmation of the government’s package, saying it had been worked on for several months.

Mr Goff said it would accelerate about $3bn worth of projects in the next decade, mainly the $800 million North-Western Busway and the approximately $600m AMETI highway and busway.

The mayor said electrification of the rail line between Papakura and Pukekohe would also happen much sooner than the previously expected start date of 2025.

Mr Goff said the additional third freight line on the southern corridor, and the Mill Road route were also major steps forward.

 

Cubic’s View

This announcement and the recent Labour policy announcement are ok, but the plan for rail to the airport needs to be upgraded to heavy rail.  Same with the plan for rail to the north shore.  Light rail (Trams) are not adequate and do not connect to the heavy rail network.

There should also be some planning for the future relocation of Ports of Auckland (to the Firth of Thames?) close to South Auckland and to secure the road and rail corridors that will be required.

The lack of forward planning, and half-arsed solutions have always plagued Auckland.  If it’s supposed to be a world class city it’s time to properly invest in the right infrastructure – especially while interest rates are so low.

AA calls for major upgrade of New Zealand’s most dangerous roads

The country’s most dangerous state highways have been singled out by the Automobile Association as needing a significant and urgent cash injection to keep Kiwi drivers safe.

Roughly 40 per cent of the country’s state highway network has a two-star safety rating, which means they feature hazards such as narrow shoulders, slanting surfaces, and ditches running alongside them.

Between 2011 and 2015 there was a combined 1652 serious injuries and deaths on these roads.

The two-star highways with the most fatalities between 2012 to 2016 were State Highway 2 from Katikati to Tauranga, which recorded 18 deaths, and SH1 North from Kawakawa to Springs Flat, which recorded 14.

But when taking into account all risk factors, the most dangerous road on the AA’s list was SH22 from Drury to Pukekohe, which had an estimated likelihood of 0.39 deaths or serious injuries (DSI) per kilometre each year.

A truck and a ute crashed in November on SH2 north of Tauranga - another of the high-risk highways the AA wants upgraded.

A truck and a ute crashed in November on SH2 north of Tauranga – another of the high-risk highways the AA wants upgraded.

This was followed by SH58 from Pauatahanui to Upper Hutt, with a DSI of 0.27, and SH2 from Paeroa to Waihi, with a DSI of 0.24.

The association, which represents 1.6 million motorists, is calling on all political parties to commit to a massive investment in these substandard highways ahead of September’s general election.

It wants the new Government to upgrade 150 kilometres of two-star highway a year to a three-star level and inject a further $100 million into improving the state of some regional roads.

Research suggested that lifting all two-star highways to three-star quality would halve the number of serious injuries.

​AA motoring affairs general manager Mike Noon said the “unforgiving” highways had risks most drivers did not see.

Four people died and one was seriously injured in a car crash on SH3 south of Hamilton in June last year.

GEORGE HEARD/STUFF
Four people died and one was seriously injured in a car crash on SH3 south of Hamilton in June last year.

“If they make a mistake on these roads, the outcomes are extremely severe,” he said. “You make the same mistake on our better-engineered roads, and it’s a far lesser outcome.”

A lot of work had been done on main highways but not enough attention had been given to rural roads, may of which were tourist routes, Noon said.

The annual cost of the project would depend on what roads were upgraded.

Brendan Morris lays flowers at the site of his brother Gordon Ngaia's death on SH22 between Drury and Pukekohe (File photo).

STUFF
Brendan Morris lays flowers at the site of his brother Gordon Ngaia’s death on SH22 between Drury and Pukekohe (File photo).

New Zealand Transport Agency spokesman Andy Knackstedt​ said many of the roads identified were already undergoing safety improvements, or had plans in place for an upgrade.

They included the identified sections of SH58, SH22 and SH1, as well as SH2 from Katikati to Tauranga; SH2 from Featherston to Maoribank; and SH3 from Ohaupo to Te Awamutu.

The transport agency was currently spending about $100m a year over six years to improve 100km of the state highway network, Knackstedt said.

Metre-wide median centre lines are now marked along a stretch of SH22 in Karaka in a bid to reduce the high number of ...

Metre-wide median centre lines are now marked along a stretch of SH22 in Karaka in a bid to reduce the high number of injury crashes.

That funding was targeted at high-risk, high-volume highways, but it was expected another $30m would eventually be spent on rural highways each year as well.

The country’s safest highways receive a five-star rating.

NEW ZEALAND’S WORST HIGHWAYS*

Transport Minister Simon Bridges says the Government is already pouring money into regional road safety.

WARWICK SMITH/STUFF
Transport Minister Simon Bridges says the Government is already pouring money into regional road safety.

State Highway 22 from Drury to Pukekohe: three deaths, 19 serious injuries, 44 minor injuries

SH58 from Pauatahanui to Upper Hutt: 2 deaths, 13 serious, 47 minor

SH2 from Paeroa to Waihi: 1 death, 16 serious, 49 minor injuries

SH3 from Palmerston North to Ashurst: 2 deaths, 9 serious, 42 minor

SH3 from Ohaupo to Te Awamutu: 2 deaths, 4 serious, 25 minor

SH2 from Katikati to Tauranga: 18 deaths, 35 serious, 95 minor

SH3 from New Plymouth to Inglewood: 1 death, 11 serious, 40 minor

SH2 from Featherston to Maoribank: 3 deaths, 13 serious, 60 minor

SH6 from Frankton to Arrow Junction: 1 death, 10 serious, 37 minor

SH1N from Kawakawa to Springs Flat: 14 deaths, 41 serious, 133 minor

* Based on crash data from 2012-2016.

WHAT THE POLITICAL PARTIES SAY

Transport Minister Simon Bridges (National): The current Government has invested more than $9 billion in roading projects, including $4b on local roads as part of the 2015-18 national land transport programme, and another $212m to accelerate regional state highway projects. “We also have a number of initiatives like the $600m safer roads programme that is delivering a series of nationwide safety projects to approximately 90 high-risk sites on rural state highways in 14 regions across New Zealand.”

Labour transport spokesman Michael Wood: The party is “deeply concerned” about the country’s road toll during the past three years. “The government has been pouring billions of dollars into huge motorway projects while forgetting about the basics – safe local and regional roads.”

Green Party transport spokeswoman Julie-Anne Genter: The party supports greater focus on road safety investment “I am not sure if the star system is the best way to evaluate safety and effectiveness of improvements. It’s worth investigating.”

ACT Leader David Seymour: Agrees there has been a significant lack of investment in roading and says his party would return half of the GST from new building developments to local councils for infrastructure investment. “While ultimate decisions on how to spend these funds would lie with local councils, it would certainly speed progress towards sealing and otherwise improving safety of regional roads.”

* The Maori Party, NZ First, United Future and The Opportunities Party did not respond to requests for comment.

 – Stuff

Ship captain arrested after trouble berthing ship at Northport

A captain of a ship who was allegedly over the legal alcohol limit when bringing the ship into Northport had been sitting off shore for a number of days.

Police were asked by Maritime NZ on Friday to help at an incident involving a ship captain at Northport who was allegedly drunk.

Northland regional harbourmaster Jim Lyle said the ship had been at anchor outside the pilotage limits, waiting for a berth for a number of days before the incident occurred.

According to the Northport Shipping Berth planner online, the ship had an estimated time of arrival of 10am Tuesday.

Mr Lyle said it was quite normal for a ship to go to anchor if there is no spot available. He said the ship was coming in to load logs.

Mr Lyle said a pilot, who was helping dock the ship thought the captain appeared to be under the influence of alcohol and reported it to him. He in turn reported it to Maritime NZ, which asked for help from the Whangarei police.

Police helped the Maritime Safety Unit by breath testing the captain of the Shansi – a 40,000 tonne logging ship.

The 53-year-old man from Devon in England, blew what was described as “an exceptionally high” reading.

The limit for a ‘seafarer’ is 250 micrograms of alcohol per litre of breath and breaching the limit carries a 12 month term of imprisonment or a $10,000 fine.

Following the breath test, he was arrested and charged with an offence under the Maritime Transport Act 1994 s40c – contravenes specified breath or blood-alcohol limit.

A blood alcohol limit for on-duty seafarers was introduced to the Maritime Transport Act in 2013 as part of the Maritime Transport Amendment Bill.

Northport chief executive Jon Moore said it was “highly unlikely” the captain could have caused any incident because a pilot takes control of a ship for berthing.

He said while a captain is still responsible for their vessel, they don’t control the tugs.

The pilot provides “an assurance” for the shore side, that berthing will happen smoothly.

The man appeared in Whangarei District Court on Saturday morning and was remanded on bail. He is scheduled to appear again this morning.

The Shansi is owned by China Navigation Company Limited, also known as Swire Shipping.

A Maritime New Zealand spokesperson said he was unable to confirm whether there it was investigating the incident. He said he was unable to make any comment on the incident, because the matter is before the courts.