Tag: transportation

Major Transport Announcement – April 1

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It is after 12pm so not an April Fools Joke

 

Saw this which lit Twitter up yesterday:

 

The announcement is after 12 so I highly doubt it is something to “yank our chain”

So we await for April

 

As for the EMU’s – the electric trains, they start running on the Onehunga Line on April 28th

True Train Power

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Union Pacific Shows How to Haul a Freighter

 

If you have been ever inclined to protest because a Kiwi Rail freighter held you up then spare a thought if you were waiting for these true freighters to clear a level crossing

 

Union Pacific SD70 (their main locomotives) hauling a long train through a work area (you can hear the maintainers talking to the driver)

And that was just one SD70

 

Now for some multiple SD70 hauled freight

Just don’t have the volume too high when the train blasts by

 

And for our serious train fans here is a selection of Union Pacific locomotives of different classes in LA

http://www.youtube.com/watch?v=5N6UMn_kfCo

 

Some quick stats on the SD70 that Union Pacific uses:

SD70ACe

Kansas City Southern SD70ACe 4034 at Nichoals Yard in December 2009

The SD70ACes are similar to the SD70MAC; however, the model has been upgraded to meet Tier-2 EPA regulations. Production commenced in 2004.[1] SD70ACes are equipped with EMD’s 16-710G3C-T2 prime mover, rated at 4,300 horsepower (3,200 kW).[8] They are rated at 157,000 lbf (700 kN) continuous tractive effort (191,000 lbf (850 kN) starting). Braking effort is rated at 106,000 lbf (470 kN).[8]

Although mechanically similar to earlier SD70 units, the SD70ACe rides on a new underframe and uses mostly new sheetmetal above the frame. Electrical cables and air lines have been routed beneath the walkways on opposite sides, allowing for easy access by maintenance workers. The radiator on the locomotive is nearly as wide as the cab, the center hood section is a step down below the roofline, and the dynamic brakes have been moved to the rear of the hood; these changes are reminiscent of the SD80 and SD90 series. The SD70ACe uses the cab design of late-model SD90MAC units, which uses rectangular window glass and is externally different from the two cab variations used on earlier SD70M and SD70MAC units. In 2008, EMD standardized the isolated cab on subsequent SD70ACe’s after non-isolated cab units were restricted from leading on BNSF Railway due to excessive cab vibration. SD70ACe models are rated at 4,300 horsepower (3,200 kW). As of late, more than 1350 examples of this model locomotive have been produced. Purchasers include BNSF Railway, CSX, Ferromex, Kansas City Southern Railway, Montana RailLink, CVG Ferrominera Orinoco, Union Pacific,Quebec North Shore and Labrador Railway, BHP Billiton, Arkansas & Missouri Railway, and Norfolk Southern.

In January 2012, BNSF Railway announced the order of 10 SD70ACe-P4 locomotives. This engine would compete with GE’s popular ES44C4. These units will have a B1-1B wheel arrangement, unlike the ES44C4’s A1A wheel arrangement. They are set for 2013 delivery.

Source: http://en.wikipedia.org/wiki/SD70

 

As a comparison a EMD SD70 has 4,300 horse power behind it while our DL’s have a horse power rating of 3,600.

Source: http://en.wikipedia.org/wiki/New_Zealand_DL_class_locomotive

 

DL’s hauling freight

 

So next time you are stuck at a level crossing waiting for a freighter to pass by, remember you are not waiting for a long Union Pacific freighter to go through 😉

Your Say on a Low Carbon Auckland

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Interested in a Low Carbon Auckland?

 

From Auckland Council:

 Have your say on Auckland’s low carbon transformation

Thursday, 13 March, 2014 – 10:08

Auckland Council is seeking feedback on a plan developed collaboratively to improve Auckland’s energy resilience and reduce Auckland’s greenhouse gas (GHG) emissions by 40 per cent by 2040.

More than 150 companies and organisations have come together to produce the draft Low Carbon Auckland Action Plan, which paints a picture of an innovative, highly-mobile city with a prosperous eco-economy – powered by efficient, affordable, clean energy and using resources responsibly.

“Auckland has a crucial role to play, as cities are estimated to account for up to 80 per cent of global GHG emissions. Low Carbon Auckland therefore sets out a very bold target of reducing greenhouse gas emissions by 40 per cent, ensuring our future energy supply is clean, secure and affordable and that we are using this energy efficiently,” says chair of the council’s Environment, Climate Change and Natural Heritage Committee, Councillor Wayne Walker.

“A fast-growing population, volatile fuel prices and dependence on imported energy are just some of the challenges and opportunities that call for decisive action, smart thinking and innovation. Everyone has a role to play.”

Low Carbon Auckland sets out a 30-year pathway and a 10-year plan of action that will guide the first stage of the city’s transformation. It identifies five key areas:

the way we travel

the way we use and generate energy

our built environment and green infrastructure

zero waste

forestry, agriculture and natural carbon assets.

The plan is open for feedback until Monday 7 April. Aucklanders can visit www.aucklandcouncil.govt.nz/haveyoursay to find out more and to have their say.

The final Action Plan will be adopted in June 2014.

—ends—

 

A few sizeable PDFs to get through so here they are below for easy reading

 

Low Carbon Plan Summary

 

Info-Graphic on Built Environment

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Info-Graphic on Energy

 

Info-Graphic on Transport

 

Info-Graphic on Waste

 

Low Carbon Plan – Full

 

 

Slowly Getting with Cycling

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Bit by Bit with our Active Transport Network

 

Yesterday there was a large presentation followed by substantial debate on the roll of active transport (this case cycling) in Auckland. The presentation was given by Generation Zero and the Cycling Action Network (in which I’ll ask for the presentation later today) about our lagging state of the cycling network. The material in the agenda (embedded further down) further outlines the state of our cycling network:

From page 8 and 9 of the Infrastructure Agenda

  • Auckland is one of the most car-dominated cities in the world, with approximately 80 percent of all journeys made by car (Mees and Dodson 2007). Around two thirds of all car journeys in New Zealand are of less than six kilometres, with one third of all car journeys less than two kilometres (Tin Tin, Woodward et al. 2009; Turner, Hughes et al. 2010). Many of these shorter journeys could be undertaken on foot or by bicycle.
  • Auckland was ranked third most liveable city for quality of living in the 2012 Mercer rankings. However, ranked 43rd in relation to infrastructure, which includes a measure of transportation infrastructure.
  • The ACN currently consists of approximately 283 km of cycle ways, consisting of 95 km of cycle metros, 130 km of cycle connectors and 57 km of feeder routes that comprise of varying levels of service and cycle infrastructure provision. Parts of the existing network require cyclists to use bus/bike lanes and consist of short sections of unconnected cycle lanes, which advocacy groups do not consider to be an optimal solution in terms of safety.
  • Cycle monitoring is undertaken annually in Auckland and shows the success of providing high quality, connected cycle routes such as the segregated North-Western cycle way (linking western suburbs with the city centre) and the cycle lanes along Tamaki Drive (along the waterfront) that facilitate commuter and recreational cyclists of all ages and abilities.
  • On an average weekday Aucklanders take around 29,000 trips by cycle (approximately 0.6 percent of all trips). Monthly monitoring data reported to the Auckland Transport Board shows an annual increase in cycling of 10 percent compared with previous 12 months (based on data taken from nine automatic monitoring sites).
  • Safety is a barrier (perceived and actual) to people cycling in Auckland. Research undertaken on behalf of Auckland Transport by Ipsos in 2013 shows that 59 percent of respondents indicated that safety concerns are a barrier to them cycling more, with 79 percent agreeing more should be done to promote safe cycling in Auckland.
  • In 2012, crashes involving cyclists accounted for 5 percent (1 fatality and 18 serious) of all reported serious and fatal crashes across the Auckland local road network. This is disproportional to the mode share of cycling in Auckland that is approximately 1.2 percent of morning peak time journeys to work (based on 2013 census data).
  • Providing continuous separated dedicated cycle lanes and other types of cycle infrastructure to link the cycle network with transport interchanges and local services is one of the key priorities of the cycle infrastructure programme. This was confirmed in a 2013 Auckland Cycle research survey where 55 percent of people identified the provision of separated cycle facilities as a key priority.
  • The feedback from cycle advocacy groups such as Cycle Action Auckland and Generation Zero is that we should be focusing on segregated cycle lanes (preferably off road) and providing a connected network. This is aimed at improving safety and connectivity.
  • It is important that high quality cycle connector routes are provided to encourage interneighbourhood and shorter trips to schools and local services. These connector routes are also significant as they provide linkages to the wider cycle network.
  • Research also suggests that there is a strong demand for cycling in Auckland, with about one in four people owning a bike. Survey results indicate that 18 percent of respondents who are not currently cycling are primed and ready to cycle given the provision of high quality cycle facilities.
  • Auckland Transport runs campaigns during spring, summer and winter, as well as year round cycle training and “share the road” safety campaigns. During the 2012/13 financial year, Auckland Transport delivered cycle training to around 10,000 people from school children to businesses and community groups,

The Herald picked up further on the cycling situation in their “Paths full, say cyclists” in which even now pedestrians are getting cranky with cycling provisions.

From the NZ Herald:

Council told of pedestrian anger at surge in bike use of shared facilities. Cyclists are starting to feel the heat from pedestrians rebelling against having to share paths with them, Auckland Council members were warned yesterday.

In delivering her warning, Cycle Action Auckland chairwoman Barbara Cuthbert reminded the council’s infrastructure committee that pedestrians were “at the top of the hierarchy” of an active transport network.

“You may be hearing – we certainly are – that pedestrians across Auckland don’t want more shared paths,” Mrs Cuthbert said.

“Because now cycling numbers are getting up so high that those shared paths are not pleasant for pedestrians – pedestrians and cyclists deserve their own facilities.”

But Mrs Cuthbert was glowing in her praise of a council staff report recommending a greater financial commitment to cycling while warning that only 40 per cent to 50 per cent of a 900km network of bikeways will be in place by 2020 on current funding.

That compares with about 30 per cent now in place – much of which her group says is disjointed and in poor condition – and an Auckland Plan target of 70 per cent by 2020.

Committee deputy chairman Chris Darby, a cyclist, said other comparative cities around the world but particularly on the Pacific Rim were well ahead of Auckland in developing bikeways which raised public transport patronage by widening the catchment of buses, trains and ferries.

“We have been failing Auckland miserably – cycling is a badge of a smart city and we really need to have that badge on our lapel.”

His comments followed a presentation by Generation Zero youth organisation and TransportBlog representatives, who cited efforts by United States cities to attract young talent by providing safe cycling opportunities.

…

You can read the rest of the article over at the Herald site

 

Essentially the argument can be nutted down to this:

That is true to a point. Our heavier arterials should have dedicated and separated cycle ways but our smaller streets should be in a position to take cyclists automatically. This might be dropping local roads down to 30km/h and where possible flipping them over to shared spaces to remove the car as absolute priority from the road space.

For more on cycling by Talking Auckland check these related posts:

 

If someone asks for quick wins in getting some quality cycle and active transport infrastructure up before hitting the big stuff (long distance cycleways) I can think of two places to start:

  • Within 1km of a school
  • All Metropolitan Centres

 

Finally some pictures of either cycle infrastructure, some ideas, and/or places for a quick win

This slideshow requires JavaScript.

 

I will get the resolutions up from the Infrastructure Committee when they come through – most likely Monday if not Tuesday

 

Infrastructure Committee Agenda