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Auckland railway electrification occurred in phases as part of investment in a new infrastructure for Auckland's urban railway network. Electrification of the network had been proposed for several decades, with work starting in the late 2000s after funds were approved from a combination of regional (Auckland Regional Council, later Auckland Council) and central government (NZ Transport Agency) budgets.
Contents
- Power supply
- Rolling stock
- Crossings bridges and tunnels
- Signalling upgrades
- Station upgrades
- Maintenance depot
- Funding
- Timeline
- Stages of completion
- Progress
- Future expansion
- References
The contract for the electrification infrastructure was awarded on 14 January 2010 to an Australian and New Zealand consortium, while the contract for 57 trains was awarded on 6 October 2011 to Spanish manufacturer CAF. The first public electric service was on 28 April 2014 on the Onehunga Line. Since July 2015, all services have been electric with the exception of Papakura to Pukekohe, which runs a diesel shuttle service, and Swanson to Waitakere, which runs a bus shuttle service. Electrification from Papakura to Pukekohe has been proposed to the council, but is not in any immediate plans as the cost would be too high.
Power supply
All four suburban lines between Swanson in the west and Papakura in the south are electrified at 25 kV AC, the same voltage as the North Island Main Trunk between Te Rapa and Palmerston North. In contrast, the Wellington suburban network (electrified 1938–55) uses 1500 V DC.
About 3,500 masts were installed as part of the project. The Onehunga Line was the first line to be commissioned.
The system is supplied by two connections to Transpower's 220 kV national grid, one at Mighty River Power's Southdown Power Station and the other at Transpower's Penrose substation. Both connections are duplicated (Penrose has limited duplication due to having only one 220/25 kV transformer), and one connection can supply the entire network if the other one fails, creating a high level of redundancy. KiwiRail said electrification would use less than 1% of Auckland's electricity capacity. KiwiRail also approached local lines company Vector about a possible third connection in the central city.
Rolling stock
The decision to electrify was partly prompted by the ageing diesel train fleet becoming unreliable. The fleet comprised diesel multiple units (DMUs) bought second-hand from Perth, Australia, and rebuilt British Rail Mark II carriages in push/pull configuration with DC and DFT locomotives; the Auckland Regional Transport Authority established that electric trains would be cheaper to run long term. Around the world, cities with high-frequency metropolitan passenger rail services use electric trains, partly because of their quieter operation, faster travel between stations and greater environmental benefits.
After electrification a small number of diesel trains were retained to provide shuttle services between Papakura and Pukekohe. In May 2012, the possibility of extending electrification to Pukekohe was to be investigated by Auckland Transport.
The EMUs were delivered from 2013, with the last units in 2016. In June 2013, it was confirmed they would be classified AM class (standing for Auckland Metro), with the motor car classified AMA, trailer car AMT, and motor/pantograph car AMP.
Crossings, bridges and tunnels
There were 31 public level crossings between Swanson and Pukekohe and eight on the Onehunga Branch. With electrification there is a need to safeguard crossings, since electric trains are quieter and more frequent. This includes bridges or tunnels in some cases, and the closure of small suburban street crossings in others. Height restrictions of 4.25 metres or 5.0 metres were imposed to keep vehicles clear of overhead wires.
The Broadway overbridge in Newmarket and Parnell Tunnel were among the first of about 40 structures that needed modification before electric trains could run. Tracks were lowered in Purewa Tunnel on the Eastern Line.
Signalling upgrades
The electrification was completed in conjunction with a $90 million upgrade to the signalling system.
Station upgrades
The planning of the Parnell station and upgrades to existing stations at Ellerslie (in combination with motorway works), Onehunga (lengthening for 3-car units) and Mount Albert (amenity upgrades), took into consideration the electrification of the network, so that modifications were not needed later.
Maintenance depot
Funding arrangements for the rolling stock purchase included the construction of a maintenance depot and stabling facilities. After looking at potential sites, 4.4 hectares of the old Winstone Quarry in Wiri (next to the South-Western Expressway and bordered by Roscommon and Wiri Station Roads) was selected, being large enough to house all the facilities required and adjacent to the NIMT railway line.
Significant earthworks to prepare the site commenced in January 2011 and in May 2012 a NZ$40 million contract to construct the facility was awarded to Downer New Zealand Limited. The facility was officially opened on 5 July 2013 and joint operational control was handed over to the train operator Transdev Auckland Limited and train supplier & maintenance operator CAF on 28 August 2013. The cost of the depot including land, construction and facility equipment was approximately NZ$100 million.
The facility includes six kilometres of sidings and a 7650 square metre depot building consisting of office facilities and the main workshop where servicing of the 57 electric trains takes place. The workshop has seven maintenance berths and has overhead gantry cranes & jacking systems for lifting the trains, high-level platforms to access train roofs, under-floor pits and a wheel lathe. There are an automatic train wash and covered platforms to facilitate cleaning of the inside of the trains. The facility has been future proofed to maintain a fleet of up to 109 electric trains.
The ground floor offices house CAF and the first floor Transdev and staff amenities. The Transdev offices include the depot control office and driver training facilities, which include two train simulators. Each simulator is laid out exactly like the driver’s cab with a large flat screen display in place of the windscreen that displays the view that the driver would see from the cab. The display is programmed with the Auckland railway network, filmed in 2012 and converted into video graphics. The simulator can be set to simulate daytime or night-time and includes a range of weather conditions, and it can simulate faults in the train and emergency situations.
Train movements within the facility are controlled by Transdev staff from the depot control office.
The stabling capacity is 28 electric trains. There are other facilities for stabling at Henderson, Parnell and Papakura.
Funding
The Auckland Regional Council envisaged that a regional fuel tax of five cents per litre would be required to pay for the trains, the upgrade of other rolling stock, above-track infrastructure development including stations and maintenance facilities, ferry terminal upgrades and other transport infrastructure including integrated smartcard ticketing, and the council was to fund the Auckland Regional Transport Authority to buy electric trains and to operate services, and to provide stabling and maintenance facilities. The infrastructure was to be paid from national funds.
However, the Fifth National Government cancelled the proposed tax, with the electrification to be paid for by central government. This move was heavily criticised for leaving the electrification in doubt for a time, for delaying parts of the project, such as train tendering, and for putting control of Auckland public transport into Wellington's hands.
In late 2009, the government confirmed that $500 million in loans would be extended to KiwiRail to enable it to proceed with tendering for the rolling stock, a process that the cancellation of the fuel tax had interrupted by at least half a year. The fact that the money was only a loan, with no means provided for Auckland or KiwiRail to raise extra funds to repay it (as was intended to be done with the regional fuel tax), was criticised strongly in Auckland, as it would mean that Auckland would pay for the trains yet not own them.
In mid-2011, after long negotiations between Auckland Council/Auckland Transport and the government, it was announced that the trains would be owned by Auckland, with Auckland paying approximately half of the cost from rates, and paying annual track access charges to KiwiRail and any potential purchase price increases as the winning tenderer is finalised.
Timeline
Stages of completion
KiwiRail announced the works would be implemented in five phases:
Stage 1
Stage 2
Stage 3
Stage 4
Stage 5
Progress
During the summer 2011-2012 shutdown, the approaches to Britomart were rebuilt to allow for electrification, masts installed and holes bored, and wiring completed in some areas. During the 2013-2014 shut-down, the complex job of wiring Quay Park Junction, The Strand stabling facility and Britomart was completed. By January 2014 wires had been installed:
Services were planned to start during April 2014 and the first scheduled electric train service (from Britomart to Onehunga) took place on 28 April 2014.
The project was completed on 20 July 2015 with full electric train service across the network.
Future expansion
The City Rail Link, for which enabling works are to begin in October 2015, will be electrified as part of Auckland's railway electrification.
Currently services between Pukekohe and Papakura are operated by ADL/ADC class diesel multiple units. The Draft future urban land supply strategy states electrification of the network would be extended southwards to Pukekohe once the special housing area at Paerata is opened up in the "second decade" of the plan, that is by 2030. A petition for the electrification to be undertaken sooner was started by a local resident of Pukekohe.
The section of the Western Line between Swanson and Waitakere was not electrified, and a bus shuttle service operates between the two stations. There has yet been no proposal to electrify that section of track. Unlike the Papakura-Pukekohe section, where electrification is a logical step towards completing the electrification of the North Island Main Trunk, passenger numbers do not justify an extension north of Swanson to Helensville and beyond.