Otahuhu railway station
Ōtāhuhu railway station is located on the Eastern and Southern Lines of the Auckland rail network in New Zealand. It is part of an integrated bus-train major transport hub, it can be reached by steps and elevator from an overhead concourse that leads from the adjacent bus transfer station and Walmsley Road. Ōtāhuhu station features a historic, decommissioned signal box and is the point where both freight and passenger trains enter and exit the main line from the Westfield locomotive depot. The station was opened in 1875 to serve the increasing settlement at Otahuhu, with a road constructed to the station; the station included a goods shed and a main building, which however burned down in 1909 after a fire in the oil room got out of hand with no water supply available to suppress the fires. In May 2011, Auckland Transport and KiwiRail started work to lengthen the platform to accommodate longer passenger trains; the platform area around the signal box was raised and further platform installed around the base of the pedestrian over bridge to Walmsley Road.
In July 2011, the signal box at the station was one of the last to be decommissioned in Auckland, as part of a project to upgrade the signalling of the Auckland suburban network in preparation for electrification. Mainline signalling in the Ōtāhuhu station limits will be operated from the National Train Control Centre in Wellington, along with the rest of the Auckland network. Concern was raised in 2007 about the 1.2 km walk between the station and the nearest bus services, with the station located in an out-of-the-way industrial area. These concerns were addressed by the construction of a bus-train interchange which opened in October 2016. A public open day was held with station designers in August 2014. Enabling works began in November 2014 after the temporary closure of Titi Street Bridge; the following year main construction works began. The $28 million bus-train interchange and concourse was completed in October 2016 and was opened on 29 October 2016; the decommissioned signal box has been retained as a historic feature of the new station.
In 1927, Ōtāhuhu Railway Workshops opened on a site west of the station. This facility became the North Island's foremost wagon and carriage construction and repair facility, it was progressively closed from 1986 to 1992. Further south, between Mangere station, a rail fabrication facility was built; this facility is still in use. Ōtāhuhu possessed Auckland's second-largest locomotive depot, opened in 1905, closed in 1968, with the opening of the Westfield facility. Transdev Auckland, on behalf of Auckland Transport, operates suburban services to Britomart, Manukau and Pukekohe via Ōtāhuhu; the typical weekday off-peak timetable is: 6 tph to Britomart, consisting of: 3 tph via Glen Innes 3 tph via Penrose and Newmarket 3 tph to Manukau 3 tph to PapakuraBus routes 32, 33, 321, 322, 324, 325, 326, 351 serve Ōtāhuhu Station. List of Auckland railway stations Public transport in Auckland
An island platform is a station layout arrangement where a single platform is positioned between two tracks within a railway station, tram stop or transitway interchange. Island platforms are popular on twin-track routes due to cost-effective reasons, they are useful within larger stations where local and express services for the same direction of travel can be provided from opposite sides of the same platform thereby simplifying transfers between the two tracks. An alternative arrangement is to position side platforms on either side of the tracks; the historical use of island platforms depends upon the location. In the United Kingdom the use of island platforms is common when the railway line is in a cutting or raised on an embankment, as this makes it easier to provide access to the platform without walking across the tracks. Island platforms are necessary for any station with many through platforms. Building small two-track stations with a single island platform instead of two side platforms does have advantages.
Island platforms allow facilities such as shops and waiting rooms to be shared between both tracks rather than being duplicated or present only on one side. An island platform makes it easier for wheelchair users and other people with physical limitations to change services between tracks or access facilities. If the tracks are above or below the entrance level, an island platform layout requires only one staircase and one elevator be built to access the platforms. Building the tracks and entrance at the same level creates a disadvantage. If an island platform is not wide enough to cope with passenger numbers, overcrowding can be a problem. Examples of stations where a narrow island platform has caused safety issues include Clapham Common and Angel on the London Underground. An island platform requires the tracks to diverge around the center platform, extra width is required along the right-of-way on each approach to the station on high-speed lines. Track centers vary for rail systems throughout the world but are 3 to 5 meters.
If the island platform is 6 meters wide, the tracks must slew out by the same distance. While this requirement is not a problem on a new line under construction, it makes building a new station on an existing line impossible without altering the tracks. A single island platform makes it quite difficult to have through tracks, which are between the local tracks. A common configuration in busy locations on high speed lines is a pair of island platforms, with slower trains diverging from the main line so that the main line tracks remain straight. High-speed trains can therefore pass straight through the station, while slow trains pass around the platforms; this arrangement allows the station to serve as a point where slow trains can be passed by faster trains. A variation at some stations is to have the slow and fast pairs of tracks each served by island platforms A rarer layout, present at Mets-Willets Point on the IRT Flushing Line, 34th Street – Penn Station on the IRT Seventh Avenue Line and 34th Street – Penn Station on the IND Eighth Avenue Line of the New York City Subway, uses two side platforms for local services with an island in between for express services.
The purpose of this atypical design was to reduce unnecessary passenger congestion at a station with a high volume of passengers. Since the IRT Seventh Avenue Line and IND Eighth Avenue Line have adjacent express stations at 42nd Street, passengers can make their transfers from local to express trains there, leaving more space available for passengers utilizing intercity rail at Pennsylvania Station; the Willets Point Boulevard station was renovated to accommodate the high volume of passengers coming to the 1939 World's Fair. Many of the stations on the Great Central Railway were constructed in this form; this was. If this happened, the lines would need to be compatible with continental loading gauge, this would mean it would be easy to change the line to a larger gauge, by moving the track away from the platform to allow the wider bodied continental rolling stock to pass while leaving the platform area untouched. Island platforms are a normal sight on Indian railway stations. All railway stations in India consist of island platforms.
In Toronto, 29 subway stations use island platforms. In Sydney, on the Eastern Suburbs Railway and the Epping Chatswood Railway, the twin tunnels are spaced and the tracks can remain at a constant track centres while still leaving room for the island platforms. A slight disadvantage is. In Edmonton, all 18 LRT stations on the Capital Line and Metro Line use island platforms; the Valley Line under construction, utilizes the new low-floor LRT technology, but will only use island platforms on one of the twelve stops along the line. In southern New Jersey and Philadelphia, PATCO uses island platforms in all of its 13 s
Pukekohe railway station
Pukekohe railway station in the township of Pukekohe is the southern terminus of the Southern Line of the Auckland railway network. The station has an island platform between the main lines and an original wooden station building complete with signal panel. Opened in 1875, the station was formally known as The Pukekohe Railway Station And Post And Telegraph Office; the station is made of wood and iron, contained a ladies' waiting room, public vestibule and postal room, porter's room. There was a large goods shed with a space of 1800 square feet. There were four sidings in connection with the station, the staff consisted of the stationmaster, two cadets, a messenger, a porter. Since 2000, the country town of Pukekohe has been the southern terminus for the Southern Line; however suburban trains start or terminate at the former terminus at Papakura because network electrification does not extend beyond Papakura. An hourly diesel train shuttle service has operated between Pukekohe and Papakura since July 2015, when EMU electric services were inaugurated for Southern Line services.
ADL class DMUs are utilized for the shuttle. The trains are stabled at Westfield depot overnight. In December 2014, the SX train and an ADK set were relocated to Pukekohe for storage pending disposal; the stored trains were relocated to Waitakere and Helensville, back to Westfield. In December 2014, service frequency of the shuttle service was increased to hourly on all days, including weekend services for the first time. Bus routes 391, 392, 393, 394, 396, 398 and 399 serve Pukekohe Station. In 2011, the Auckland Council agreed to fund an upgrade to the station, along with the construction of a Park and ride facility. Auckland Transport has added a proposal to extend railway electrification to Pukekohe to its 10-year plan. In 2014 Auckland Transport announced plans to upgrade Pukekohe station in two stages, with the first stage in 2015 to include a bus interchange and a Park and Ride. Electrification of the rail line between Papakura and Pukekohe is planned but pending commitment and funding from central government.
The $15.4 million project will cover the build of the new park and ride area, improved bus station facilities and a pedestrian overbridge at the new integrated bus and train station. Construction is expected to begin in July 2017 until its completion in mid-2018. List of Auckland railway stations Public transport in Auckland
North Auckland Line
The North Auckland Line is a major section of New Zealand's national rail network, is made up of the following parts: the portion of track that runs northward from Westfield Junction to Newmarket Station. The first section was opened in 1868 and the line was completed in 1925; the line, or sections of it, have been known at various times as the Kaipara Line, the Waikato-Kaipara Line, the Kaipara Branch and the North Auckland Main Trunk.'North Auckland Line' is a designation for the section of track, not a service route. The southernmost portion from Westfield Junction to Newmarket was built as part of the North Island Main Trunk Railway, with Newmarket serving as the junction of the two lines; the North Island Main Trunk was re-routed in 1930 via the Westfield Deviation through Glen Innes and Panmure. Westfield-Newmarket was incorporated into the North Auckland Line, Newmarket-Auckland became the Newmarket Line, which today connects the North Auckland Line to Britomart Transport Centre. Three passenger lines of Auckland's suburban rail network make use of the North Auckland Line.
Southern Line services travel on it between Newmarket Station. Onehunga Line services travel on it between Newmarket Station. Western Line services travel on it between Newmarket Station; the North Auckland Line continued to Opua in the Bay of Islands, with the section from Otiria to Opua sometimes known as the Opua Branch. It is now owned by the Bay of Islands Vintage Railway but regular operations have been suspended since 2001, with resumption on a short section of the line in 2008; the North Auckland Line is under review as part of KiwiRail's turnaround plan. A proposed new branch line, the Marsden Point Branch, would serve Northport, a deepwater port at Marsden Point, by diverging from the North Auckland Line south of Whangarei at Oakleigh. Three branch lines are on the line: The Onehunga Branch line connects with the North Auckland Line at Penrose and forms part of the route of Onehunga Line suburban passenger train services operating between Britomart and Onehunga via Newmarket; the Newmarket Line meets the North Auckland Line at Newmarket and provides a connection with Britomart.
Further north, the Dargaville Branch branches off in Waiotira. The Dargaville Branch boasted of a branch of its own, built by the Kaihu Valley Railway Co, running northwestwards to Kaihu and Donnelly's Crossing; the Okaihau Branch left the North Auckland Line in Otiria and the Riverhead Branch in Kumeu. It took many years to build a complete line to serve the Northland Region, with different sections being developed at different times, it became clear that a main line was required to link these isolated railways to improve transport for both passengers and freight to and from New Zealand's northernmost region, to open up land for greater economic development. However, the construction was not without criticism. In 1910, the Minister of Railways himself criticised the project, arguing that the project of extending it would bring little benefit, as most traffic from north of Auckland was covered by only going as far as Helensville, while country to the north was poor and would not be able to support the line.
Many sections of the line were considered technically challenging the tunnels, construction of, called'notorious' at the time. The first section of what became the North Auckland Line opened as a private industrial line on 2 March 1868 between Kawakawa and a wharf at Taumarere, it was constructed not as a railway, but as a wooden-railed bush tramway to carry coal to the wharf for export, was built to the international standard gauge of 4 ft 8 1⁄2 in. The standard New Zealand track gauge, adopted a few years is 3 ft 6 in narrow gauge, but when the Kawakawa-Taumarere tramway was converted into a metal railway in 1870, it retained its gauge of 4 ft 8 1⁄2 in. In 1875, the government converted it to 3 ft 6 in gauge two years later; the second portion of what became. Timber interests around the Kaipara Harbour had poor access to markets in Auckland, so accordingly, a line was built overland from the Kaipara to a wharf in Riverhead for transshipment; the Auckland Provincial Council began construction on 31 August 1871, but on 1 January 1872, the central government took over work.
Due to delays with acquiring rails, construction was delayed and the line did not open until 29 October 1875. The section from the shores of the Kaipara at a station named Helensville South to Kumeu became part of the North Auckland Line; this brief line cut transport costs and time in comparison to a bullock team or lengthy coastal shipping. The discovery of coal in the Kamo area created a need for transportation from the mines to export wharves; the first mine opened in 1872, as the 1870s progressed, mining activity increased and so did pressure for a railway. In 1877, the government approved a tramway, but a preliminary survey the next year found a tramway would be inadequate. Construction began on 10 March 1879, but fell behind schedule due to unstable terrain and slips. On 28 October 1880, the first 7.3 km of line opened, but this featured a temporary 1 km siding to an alternative wharf as the full line was completed to the intended wharf. At 10.64 km, the full line opened on 30 November 1882.
The line in Whangarei was raised, the station moved and level crossings eliminated in 1925–26, when it was linked to the Helensville section. The earliest Auckla
Penrose railway station, New South Wales
Penrose railway station is located on the Main South line in New South Wales, Australia. It serves the village of Penrose opening in 1869 as Cables Siding being renamed Penrose on 1 June 1871, it was relocated to its present site on 15 March 1916. Penrose has two side platforms, it is serviced by early morning and evening NSW TrainLink Southern Highlands Line services travelling between Sydney Central, Moss Vale and Goulburn. During the day it is served by one NSW TrainLink road coach service in each direction between Moss Vale and Goulburn. Media related to Penrose railway station at Wikimedia Commons Penrose station details Transport for New South Wales
Puhinui railway station
Puhinui railway station is a station of the Auckland rail network and is located near Papatoetoe, New Zealand. Passenger services on the Eastern Line and Southern Line use the station, it has an enclosed shelter relocated from Papatoetoe station. It is accessed from Puhinui Road from both sides of the tracks via a pedestrian bridge located at the site of a former level crossing; this is the nearest public transport access to the main cemetery for South Auckland. South of this station, Eastern Line and Southern Line services diverge, the Eastern onto the Manukau Branch which terminates at Manukau; the Southern continues south via Homai toward Papakura. The station was opened on 29 June 1925 for passengers. Goods services closed on 12 May 1958. Transdev Auckland, on behalf of Auckland Transport, operates suburban services to Britomart, Manukau and Pukekohe via Puhinui; the typical weekday off-peak timetable is: 6 trains per hour to Britomart, consisting of: 3 tph via Glen Innes 3 tph via Penrose and Newmarket 3 tph to Manukau 3 tph to Papakura List of Auckland railway stations
KiwiRail Holdings Limited is a New Zealand state-owned enterprise responsible for rail operations in New Zealand. Trading as KiwiRail and headquartered in Wellington, New Zealand, KiwiRail is the largest rail transport operator in New Zealand. KiwiRail has business units of KiwiRail Freight, The Great Journeys of New Zealand and Interislander. KiwiRail released a 10-Year Turn-around Plan in 2010 and has received significant government investment in support of this in an effort to make KiwiRail a viable long-term transport operator. Prior to the establishment of KiwiRail, rail transport in New Zealand has been under both public and private ownership. Government operators included the Public Works Department, New Zealand Railways Department, the New Zealand Railways Corporation. New Zealand Rail Limited was split off from the Railways Corporation in 1990, privatised in 1993 and renamed in 1995 to Tranz Rail. In 2004 Tranz Rail's rail and trucking operations were acquired by Toll Holdings and renamed Toll NZ, with the central government buying back the rail network under the New Zealand Railways Corporation.
As part of this acquisition, Toll agreed to pay ONTRACK Track Access Charges in exchange for exclusive network access for 66 years, subject to a "use it or lose it clause": if freight and passenger volumes fell below their 2002-2004 average for three or more years, Toll would lose its exclusive access. The agreement set a base track access fee but left future track access fees open to negotiation between ONTRACK and Toll. After several years of negotiations, the two parties could not come to an agreement on the amount that Toll should pay; this stifled the ability of rail in New Zealand to recover from the prior years of under-investment and threatened the ability of New Zealand to get its key primary products to market. In July 2008, the government announced the purchase for $690 million of Toll Rail, renaming it KiwiRail; the Railways Corporation owned both KiwiRail and ONTRACK, with both companies merging in October 2008 to create one company that controls both rail and ferry operations and rail infrastructure.
In 2011, KiwiRail proposed splitting its land and rail corridor assets from its rail operation assets. On 27 June 2012 it was announced by the company that the value of the land and rail operations would be written down from NZ$7.8 billion to $1.3 billion, KiwiRail would continue as the rail and ferry operator, while the New Zealand Railways Corporation would manage KiwiRail's land. The de-merger took effect on 31 December 2012. Under the years of private ownership prior to the government's re-nationalisation and establishment of KiwiRail in 2008, infrastructure investment in rail outside of Wellington dropped to an average of just over $25m a year. A significant capital injection along with a clear long-term strategic plan was required if rail was to survive as a viable transport operator in NZ; the result was the release by KiwiRail in 2010 of a 10-year turnaround plan and significant government investment in support of this in the years following. In support of the turn-around plan, from July 2008 to December 2016 KiwiRail received over $2.1 billion of Crown investment, spent on infrastructure and new rolling stock.
The focus of the Plan is to increase rail traffic volumes and productivity, modernise assets and separate out the commercial elements of the business from the non-commercial. The plan included the following points: "Step change" on the Auckland – Wellington – Christchurch trunk route: Reduce transit time and improve reliability along the route by easing curves, removing speed restrictions, greater investment in renewal of bridges and sleepers and passing loops. An express freight train journey between Auckland and Wellington took a half hours. KiwiRail aimed to reduce transit times to 11 hours. Improve exit and entry from Auckland and Wellington with improvements at terminals and on main lines to reduce transit times and conflicts with commuter services Increase ferry rail-freight capacity by extending the length of the Aratere and make the Kaitaki rail–capable Improve reliability and enabling investment: Increased renewals on "other key routes", including investment in sleeper replacement, bridge strengthening and track formation refurbishment.
Improved IT systems and processes and facilities at terminals New locomotives and 3,000 new wagons. Review of minor lines: North Auckland Line Stratford–Okahukura Line Napier – Gisborne Line North Wairarapa line. Clarify and assign costs associated with Auckland and Wellington metro services (resulting in Tranz Metro assets being transferred to the Greater Wellington Regional Council and contracts for running services being made "contestable", as in Auckland. Two of KiwiRail's major customers and Fonterra, invested in rail-related infrastructure in line with the Turnaround Plan. Mainfreight has allocated $60 million for investment in new railhead depots, while Fonterra has invested $130 million in a new rail hub complex in Hamilton and another in Mosgiel; the plan has had mixed success, with company Chairman John Spencer stating in 2013 that for its first three years, rail freight revenue had increased by over 25%. Similar progress in attaining new customers and increasing freight volumes has been made over the life of the Plan to date.
Steady and at times rapid progress has been made on t