People complain about money being spent on rail and say it's a waste of money, e.g., the City Rail Link. If Auckland keeps growing it's not going to be a choice. Money will have to be spent on transport infrastructure, including more rail coverage and capacity. I was born in NZ, but grew up in London and Milton Keynes, UK. The rail, underground and tram links in England are so extensive that urban populations can do without a car most of the time; at least for commuting to work etc. But the UK has over ten times our population is what people will say here. The thing is though that when London began its underground network during Victorian times, the population was about what Auckland has now. It had to be built, because the city's roads were becoming impossible, which was bad for people's daily lives, but also bad for the economy. It could not do without the Underground and various other forms of rail it has now, i.e., it would almost grind to a halt. London would be an impossible city to live in without them. Auckland will need to do similar as its population increases. No rush though. It gets done over multiple generations as needed.
I could've filled you in. They were just the exact same 56ft carriages that were built in the 1940s at the workshops in Otahuhu. As were still being used at the time on the Wairarapa services, the Palmerston north Services, the Overlander, The Bay express, the Southerner, and the Tranz-Alpine. And had been used on the Wellington network's Hutt services until replacement from the GANZ EM/ET EMU's in 1984, the Dunedin suburban services until they got cancelled in 1982, the Christchurch commuter services until they got chopped in 1976, and the former services around the Waikato, Thames Valley and Bay of Plenty. Except they were painted red. And had a 1980's "cityline" logo stencil-painted on the side. They were in a poor state of maintenance & repair, some smelled of urine, and barely anyone used them. I took one with my late father and older brother from the old Station to Papakura as an emergency in 1990 when our car broke-down while visiting Auckland. After being accustomed to the Wellington trains; it was a pretty shocking experience.
I was in Auckland a couple of weeks ago for the first time in 15 years. I've been a lifelong rail fan and public transport fan and I grew up using the Wellington train system (and have used urban rail in my overseas travels and while living in the UK). So I of course didn't miss my opportunity to try out Auckland's current network (I last used Auckland's trains in late 2002, when Britomart was still being finished). It has of course: Come a very long way since I last used it. The stations have been transformed to unrecognisable, with excellent sheltering facilities, real-time displays, service announcements (initially in Te Reo), new platform surfaces, Hop card machine facilities, far improved access points (from the badly maintained, rusty/rotten old 1930's/40's overbridges & pathways) and in many station; gated entry. The Western line has been double-tracked, New Lynn station is now in a trench, Henderson station is now an Island. Newmarket is now a proper modern urban station. There's now a terminus at Manukau and a station at Parnell. A lot of poorly-patronised stations in industrial zones (like Wiri) are gone. The Onehunga branch is back. And it's entirely electrified and being served by modern electric multiple units. And it's certainly being decently patronised from what I saw. Plus I could see that they're putting in a third main on the southern line, which should mitigate traffic conflicts with the Kiwirail freight services. So it's not just the CRL where Auckland railways are seeing some real major investment. But I still have to make a couple of criticisms. * In contrast to Wellington: The services seem to not run very fast. At some points around Otahuhu and Penrose and along the western line, they seemed to be running painfully slow. Is it because of track & slot availability? Or because of level crossings? It must negatively effect the train's appeal with potential passengers. * Despite being newer & more expensive: The fancy modern Spanish EMU's seem to be already a bit worn, and a lot more worn than Wellington's earlier Matangi units, with paint chips and worn-back seat covers. In fact the seats aren't very cushioned & comfortable at all. And a couple of times; units I was riding shook and made grinding and snapping sounds on sections (on the Eastern Line and on the western line), while in Wellington, theres only a few minor groans from the Matangi's on the tight-chord Johnsonville line. I have to wonder if Auckland bought some lemon's with awarding the EMU tender to CAF. It's surprising to me that after the outstanding job that they did with Wellington's Matangi's; that Hyundai-Rotem didn't win the tender for Auckland's trains. * And I'm not certain if the electrification to Pukekohe is really the needed next step at this stage. But I've been told that the old ADL DMU's are _really_ on their last leg's. And of course current WHS law won't allow for diesel rolling stock into Britomart again. So I suppose that they're spending a bit more to pre-empt the future. And I have to agree that while the Auckland system has come some distance: It can still go further, I really think that they should be planning-out and preparing-for: * More grade-separations on the lines, especially on the western line, to remove some rather hairy-looking level crossing's. * Building a switchback facility at a "midpoint" station on the Southern and Western line's, to allow for the stations beyond to enjoy a more "express service" to central Auckland and truncated all-stops services to the inner stations and more services alighting at the key stations that both trains will serve. As is down on the Wellington Network with the switchback's at Taita & Porirua (soon to be replaced with Plimmerton). I have to think it should be Puhinui & New Lynn. * Integrated with the grade-separating: Working towards having 9-car platforms on the busier lines, to both meet future capacity demands (which are certain to steadily grow) and increase the amount of access points (& thus convenience and local coverage) to the platforms. It might only initially be necessary with the inner network stations before the aforementioned switchback's. * Integrated with the aforementioned 9-car platforms; double-track and re-do the Onehunga line, so it's double-tracked, (more) grade separated and has 9-car platforms. It might need its current stations entirely replaced & removed. And it should be designed for the eventual extension into Mangere (and possibly beyond).
Most lines became slow because of speed restrictions imposed after finding microscopic pin fractures in the rail from track put in 50+ years ago after a routine track survey. Years of underinvestment lead to this from all political spectrums. As of 2023, they are still ripping and repairing the Eastern Line from years of neglect to bring it back to safe operational conditions. It costed Auckland Transport a lot of desperate financial decisions to repair the archaic infrastructure. The Western Line is faster now since Mt Eden is now double tracked and the infrastructure up to New Lynn has been fixed. New Lynn to Fruitvale has speed restrictions because of a slip which had occurred out of anyone's control because of excessive rain this February and March at the overbridge crossing. That is getting fixed but will take time as they can't close the line completely for more than a weekend at a time. If the railway didn't impose repair closures or speed restrictions it would've resulted in another train tilting and crashing similarly to Britomart a few years ago. It is very odd with the railway crossing restrictions, I agree. When the train is late by 5-8 minutes it bullets through crossings. When the train is on time or 1-3 minutes late it trails. Very odd, very weird operation decision. The old trains were all manually controlled, no computers or monitoring system beside signal info and departure alerts. They used to fly down rails at speed on arguably track in worse shape with wagons with less shock absorption, so it's odd why the new trains don't pedal down some of the smoothest track on the globe.
I remember thoses old red carriges as a kid in the 70s going for school trips out to Waitakere Township from Mt Albert and all the way to the 90s and you had tp pay a $ 1 fare for your bycycle lol this week in May 2023 i noticed the whole car for bikes,prams ,wheel chairs etc now have folding seats through out instead of just a couple of folding seats at the front and rear which is great
Wait a min did the ADL'S come into Auckland same time as the ADK'S cause i just saw the difference now. So they both models had the same paint job wow i thought the ADL'S came 2003 once they had that yellow paint job.
That was the standard Transperth livery before they went to Auckland.. the ADK's didn't always have the white front it was either silver or orange.. the ADG's and ADK's were orange with a blue line down the middle
People complain about money being spent on rail and say it's a waste of money, e.g., the City Rail Link. If Auckland keeps growing it's not going to be a choice. Money will have to be spent on transport infrastructure, including more rail coverage and capacity.
I was born in NZ, but grew up in London and Milton Keynes, UK. The rail, underground and tram links in England are so extensive that urban populations can do without a car most of the time; at least for commuting to work etc. But the UK has over ten times our population is what people will say here.
The thing is though that when London began its underground network during Victorian times, the population was about what Auckland has now. It had to be built, because the city's roads were becoming impossible, which was bad for people's daily lives, but also bad for the economy. It could not do without the Underground and various other forms of rail it has now, i.e., it would almost grind to a halt. London would be an impossible city to live in without them. Auckland will need to do similar as its population increases. No rush though. It gets done over multiple generations as needed.
05:46 Oh wow, I dont think Ive seen a clip of Glen Eden station in pre-DMU days before!
08:47 a Gang-Mavag unit in Auckland!
I always wondered what the carriages looked like in the early 90s before they got the second hand Perth Rail cars, fascinating!
I could've filled you in.
They were just the exact same 56ft carriages that were built in the 1940s at the workshops in Otahuhu. As were still being used at the time on the Wairarapa services, the Palmerston north Services, the Overlander, The Bay express, the Southerner, and the Tranz-Alpine. And had been used on the Wellington network's Hutt services until replacement from the GANZ EM/ET EMU's in 1984, the Dunedin suburban services until they got cancelled in 1982, the Christchurch commuter services until they got chopped in 1976, and the former services around the Waikato, Thames Valley and Bay of Plenty.
Except they were painted red. And had a 1980's "cityline" logo stencil-painted on the side. They were in a poor state of maintenance & repair, some smelled of urine, and barely anyone used them. I took one with my late father and older brother from the old Station to Papakura as an emergency in 1990 when our car broke-down while visiting Auckland. After being accustomed to the Wellington trains; it was a pretty shocking experience.
I was in Auckland a couple of weeks ago for the first time in 15 years. I've been a lifelong rail fan and public transport fan and I grew up using the Wellington train system (and have used urban rail in my overseas travels and while living in the UK). So I of course didn't miss my opportunity to try out Auckland's current network (I last used Auckland's trains in late 2002, when Britomart was still being finished).
It has of course: Come a very long way since I last used it. The stations have been transformed to unrecognisable, with excellent sheltering facilities, real-time displays, service announcements (initially in Te Reo), new platform surfaces, Hop card machine facilities, far improved access points (from the badly maintained, rusty/rotten old 1930's/40's overbridges & pathways) and in many station; gated entry. The Western line has been double-tracked, New Lynn station is now in a trench, Henderson station is now an Island. Newmarket is now a proper modern urban station. There's now a terminus at Manukau and a station at Parnell. A lot of poorly-patronised stations in industrial zones (like Wiri) are gone. The Onehunga branch is back. And it's entirely electrified and being served by modern electric multiple units. And it's certainly being decently patronised from what I saw.
Plus I could see that they're putting in a third main on the southern line, which should mitigate traffic conflicts with the Kiwirail freight services. So it's not just the CRL where Auckland railways are seeing some real major investment.
But I still have to make a couple of criticisms.
* In contrast to Wellington: The services seem to not run very fast. At some points around Otahuhu and Penrose and along the western line, they seemed to be running painfully slow. Is it because of track & slot availability? Or because of level crossings? It must negatively effect the train's appeal with potential passengers.
* Despite being newer & more expensive: The fancy modern Spanish EMU's seem to be already a bit worn, and a lot more worn than Wellington's earlier Matangi units, with paint chips and worn-back seat covers. In fact the seats aren't very cushioned & comfortable at all. And a couple of times; units I was riding shook and made grinding and snapping sounds on sections (on the Eastern Line and on the western line), while in Wellington, theres only a few minor groans from the Matangi's on the tight-chord Johnsonville line. I have to wonder if Auckland bought some lemon's with awarding the EMU tender to CAF. It's surprising to me that after the outstanding job that they did with Wellington's Matangi's; that Hyundai-Rotem didn't win the tender for Auckland's trains.
* And I'm not certain if the electrification to Pukekohe is really the needed next step at this stage. But I've been told that the old ADL DMU's are _really_ on their last leg's. And of course current WHS law won't allow for diesel rolling stock into Britomart again. So I suppose that they're spending a bit more to pre-empt the future.
And I have to agree that while the Auckland system has come some distance: It can still go further, I really think that they should be planning-out and preparing-for:
* More grade-separations on the lines, especially on the western line, to remove some rather hairy-looking level crossing's.
* Building a switchback facility at a "midpoint" station on the Southern and Western line's, to allow for the stations beyond to enjoy a more "express service" to central Auckland and truncated all-stops services to the inner stations and more services alighting at the key stations that both trains will serve. As is down on the Wellington Network with the switchback's at Taita & Porirua (soon to be replaced with Plimmerton). I have to think it should be Puhinui & New Lynn.
* Integrated with the grade-separating: Working towards having 9-car platforms on the busier lines, to both meet future capacity demands (which are certain to steadily grow) and increase the amount of access points (& thus convenience and local coverage) to the platforms. It might only initially be necessary with the inner network stations before the aforementioned switchback's.
* Integrated with the aforementioned 9-car platforms; double-track and re-do the Onehunga line, so it's double-tracked, (more) grade separated and has 9-car platforms. It might need its current stations entirely replaced & removed. And it should be designed for the eventual extension into Mangere (and possibly beyond).
Most lines became slow because of speed restrictions imposed after finding microscopic pin fractures in the rail from track put in 50+ years ago after a routine track survey. Years of underinvestment lead to this from all political spectrums.
As of 2023, they are still ripping and repairing the Eastern Line from years of neglect to bring it back to safe operational conditions. It costed Auckland Transport a lot of desperate financial decisions to repair the archaic infrastructure. The Western Line is faster now since Mt Eden is now double tracked and the infrastructure up to New Lynn has been fixed.
New Lynn to Fruitvale has speed restrictions because of a slip which had occurred out of anyone's control because of excessive rain this February and March at the overbridge crossing. That is getting fixed but will take time as they can't close the line completely for more than a weekend at a time.
If the railway didn't impose repair closures or speed restrictions it would've resulted in another train tilting and crashing similarly to Britomart a few years ago.
It is very odd with the railway crossing restrictions, I agree. When the train is late by 5-8 minutes it bullets through crossings. When the train is on time or 1-3 minutes late it trails. Very odd, very weird operation decision. The old trains were all manually controlled, no computers or monitoring system beside signal info and departure alerts. They used to fly down rails at speed on arguably track in worse shape with wagons with less shock absorption, so it's odd why the new trains don't pedal down some of the smoothest track on the globe.
@@joshuahill6153 Just one thing; I rode this back in July last year. Cheers.
Yep, that was at the height of the rail faults, just more was discovered as time progressed.
I remember thoses old red carriges as a kid in the 70s going for school trips out to Waitakere Township from Mt Albert and all the way to the 90s and you had tp pay a $ 1 fare for your bycycle lol this week in May 2023 i noticed the whole car for bikes,prams ,wheel chairs etc now have folding seats through out instead of just a couple of folding seats at the front and rear which is great
Great short documentary - you should make more!
In 9:10 it looks like the Dft was pulling some of the Wellington transmetro trains, werent those ones electrical trains?
***** testing for what? There is no overhead wires though
***** BR carriages aye ah cool. Were those electrical trains if im not mistaken
Yeah, interesting train. Looks a Ganz unit and 3 "S" cars top and tailed!
Real bizarre
Wait a min did the ADL'S come into Auckland same time as the ADK'S cause i just saw the difference now. So they both models had the same paint job wow i thought the ADL'S came 2003 once they had that yellow paint job.
***** ohh is that what happened wow haha AdLs been around for awhile then i guss since 1993 right?
the ADKs and ADLs both came to Auckland at the same time, when Perth electrified their suburban railways
That was the standard Transperth livery before they went to Auckland.. the ADK's didn't always have the white front it was either silver or orange.. the ADG's and ADK's were orange with a blue line down the middle