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By Joshua Simons  Credit: Ruapehu College In an age of rapid urbanization and expanding populations, it is crucial to explore sustainable and efficient transportation solutions. Inter-Regional Passenger Rail networks offer a compelling answer to this growing challenge. These rail networks revolutionize connectivity, acting to bridge the gaps between our rural and suburban areas, creating a seamless flow of people and resources. Picture a world where residents of rural communities have ease of access to employment opportunities, education, healthcare, and cultural centers located in suburban areas. The creation of new, and the expansion of existing Inter-Regional Rail networks act as lifelines that serve to bring these communities closer, eliminating the barriers of distance and the need for other limited, and more dangerous transportation options. One of the key advantages of rail networks is their ability to alleviate congestion and reduce traffic. As our cities and towns continue to grow, so does the strain on our roads and highways. Rail networks provide an alternative mode of transportation, reducing the number of cars on the road. This, in turn, leads to less congestion, shorter travel times, and improved air quality. By shifting from private vehicles to rail, we can create more sustainable and livable communities for future generations. Furthermore, the construction and operation of these networks create employment opportunities and stimulate economic growth. They attract investments and development along their routes, revitalizing areas that were previously disconnected or underutilized. In turn lending to the better and greater opportunities for a wide variety of people, as rural communities become more accessible, businesses can thrive, leading to job creation and increased economic flow and stimulus.  Credit: Senior leaders, Ruapehu College In addition, rail networks enhance social cohesion and improve the overall quality of life. By connecting people from different backgrounds and regions, they promote cultural exchange, diversity, and understanding. Where I live, in the Ruapehu region of the Central North Island communities can benefit greatly from the creation of more sustainable infrastructure that delivers for people. If government invests in increasing the prominence of rail, it creates vibrant public spaces where individuals can interact, fostering a sense of community and belonging. It also ensures people from rural regions equal access to essential services and amenities, regardless of one's geographical location, empowering individuals and promoting social equity.  Ohakune tourism. Credit: Glenbrook Vintage Railway It is an investment, not a cost. Is a phrase I seem to hear constantly. And in this instance it has never seemed more appropriate. The benefits of inter-regional rail networks in New Zealand are profound. They provide enhanced connectivity, reduce congestion, protect the environment, stimulate economic growth, and foster social cohesion. By investing in greater amounts of rail infrastructure, we can bridge the gap between rural and suburban areas, creating a more interconnected and sustainable nation. Allowing for a more level distribution of opportunities regardless of the places in which people live. Let us embrace the opportunities that rail presents and work towards a future where New Zealand is more a unified and interconnected society. I implore that we choose to invest wisely in our future, a future of rail, and a future full of connectivity. Joshua Simons is Head Boy of Ruapehu College. Joshua presented at the Future of Rail Conference  Hāpuawhenua Rail Viaduct, Central North Island. Credit: Engineering New Zealand
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By Peter Dowden  It seemed sensible for a delegate to a conference about land-based long-distance passenger transport to attend by land-based long-distance passenger transport. In the past, I could have travelled by train all the way from Ōtepoti Dunedin to Picton or taken a train to Christchurch then caught an overnight ferry to Wellington. Now those options are no longer available. I took advice from my travelling companion Alex King, a much more seasoned long-distance commuter and bought an Intercity FlexiPass. This pass pre-purchases several "hours" of future coach travel which is then depleted as bookings are made and redeemed. It costs roughly $8 to $10 an hour, cheaper if you buy a larger dollop of travel and more expensive if you buy a smaller amount. I struggled a bit with the Intercity booking system, as it is geared for medium distance travel. When I searched for "Dunedin to Wellington" it implied they don't go there, so I booked travel with an overnight stay in Christchurch.  Source: InterCity I was therefore disappointed to see the connecting service to Picton ready to board soon after my arrival in Christchurch. On inquiry, I discovered that InterCity uses a minimum transfer time between services (quite sensibly, as this avoids a risky rapid transfer) but also a maximum transfer time, so overnight enroute stays are not regarded as providing an acceptable connection. I suppose this depends on your point of view. Happily, I was able to change my return journey to overnighting in Picton. The journey north was uneventful. Standards of service and comfort and the application of terms and conditions seemed to be consistent throughout, but different drivers' descriptions of travel conditions were perhaps amusing, with one driver in particular implying a draconian interpretation of rules would be applied. I was surprised how quickly my time on the trip to Christchurch seemed to pass by, given the long lunch break in Timaru and the diversion to Waimate. The following day's journey, though significantly more scenic, seemed to be drearier, but this perception probably arose due to the previous day being spent doing an identical activity. A particularly noteworthy, and impressive, moment was on leaving Blenheim when the InterCity coach driver assured passengers that although we were running late, the ferry would not depart without us, as Intercity and InterIslander had a friendly arrangement to wait for each other's passengers. This is the sort of "joined-up" travel that many people are calling for, so it is always good to see a clear exemplar of this.  Source: KiwiRail The InterIslander ferry journey was as enjoyable as it can be, when the sea is mild and the ferry is behaving well mechanically. It was intriguing to be driven from Picton's temporary terminal directly by bus into the innards of the ship, as the gangway and passenger terminal were under demolition due to the construction of new terminal facilities for the upcoming new larger ferries. Interestingly, I confirmed that the new terminal will indeed have a gangway and passenger facilities, so this was only temporary, but InterIslander's competitor Bluebridge always embarks passengers over the cargo ramp. Unfortunately, it seems the train station will not be part of the new terminal.
In Wellington there is very poor direction of passengers to the (unsignposted, replaced by an unmarked van) shuttle bus to the station; this is one of the "you are just meant to know" situations that are so harmful to public transport in Aotearoa. Getting from the station to my family member's house in Wellington was, as always, a pleasure. Only Welingtonians think their city has poor public transport. My southbound homeward journey was similar, a little more gruelling but more efficient. In full understanding of the available transfer in Christchurch, I was able to travel Picton to Dunedin in one day. But I still needed to get to Picton. There is no early morning ferry to meet the early southbound coach so crossing on the previous night was necessary. This is still preferrable simply because Picton is smaller than Christchurch, so easier to get around. I don't think a full day's travel from Picton to Dunedin is for everyone but I am glad to say I tried it. It gave Alex and me the opportunity to fully discuss our ideas for improving long-distance transport. By Paul Callister and Robert McLachlan  Every transport-related conversation should start with the question, ‘how will this give us hope to stay within 1.5 degrees of warming?’. But there remains a big gap in thinking. Motorway and airport expansions are still being promoted despite the clear evidence that they will increase emissions. The need for rapid and substantial emission reductions was in the background in many of the presentations given at the Future of Rail conference. But it was only Roman Shmakov, representing Generation Zero, who specially asked why long distance and regional passenger rail is absent from the Government’s transport policy documents. These come primarily from the work of the Ministry of Transport, the Ministry of the Environment, and the Climate Change Commission. They include the 2021 Rail Plan, the Emission Reduction Plan and advice to government on how best to reduce emissions.  Robert Pigou, MBIE. Credit: Richard Young This is despite the overwhelming evidence that trains are substantially lower emissions than planes. In addition, trains’ energy use is substantially lower, an advantage that will continue even if passenger electric planes shift from prototypes to actually flying commercially. Power to fuel as an alternative to fossil fuels would also require huge amounts of renewable electricity, as would the direct use of hydrogen. Now the Inquiry into the Future of Inter-regional Passenger Rail in New Zealand has released its report. Clearly many submitters saw trains as a key means for reducing emissions and the report acknowledges this. But the gains will only come about if:
We can rebuild the network. But will people use the trains? The presentations at the conference presented a wide range of potential train revivals, from linking up the golden triangle of Auckland, Hamilton and Tauranga, relinking South Island towns and cities along existing rail tracks, through to more aspirational ideas such as a train/ferry link to Queenstown. There was also recognition of the first/last mile problem to make trains easier to access. Housing intensification around rail hubs was also touched upon creating a potential market to draw upon. Pre-conference blogs highlighted the untapped markets for train travel, such as the transport-disadvantaged with limited regional travel options and teenagers. The high cost of the current tourist trains, along with their infrequent schedules, makes them impossible for most families.  Source: KiwiRail booking system But missing from the conference day were many other aspects of the sweeping, systemic changes that the IPCC repeatedly finds are necessary for a safe future.
Models of Growth There is an emerging debate between traditional economic growth, green growth and degrowth. In the decarbonisation model of Avoid/Shift/Improve, traditional growth relies almost entirely on ‘improve’. It may pay lip service to planetary boundaries but assumes that innovation and productivity will solve the problems. Road building and expansion of airports will stimulate the economy and lift standards of living. Trading schemes, such as the ETS, will solve emission challenges. If there is an impending shortage of particular minerals to support this growth, pricing and science will ensure that we swap to new alternatives. Unfortunately, these views, unsupported by science, are behind the view that in Aotearoa New Zealand long-distance trains are as part of the past, not the future. This was the view of Treasury as it drove restructuring of the economy after 1984. Treasury was not present at the conference. Green growthers also rely heavily on technological innovation, but focus on both ‘Shift’ and ‘Improve’. For them, new types of trains, planes, and fuels lead the way for long distance mobility. Degrowthers focus primarily on ‘Avoid’ and ‘Shift’, placing a much higher weight on the efficiency of resource and energy use and the social purpose of travel. Trains are a key part of future mobility. These discussions were not a key part of the conference. Yet if the conventional economic model is doomed to failure, we need to explore the alternatives. Urban design, roads, and sprawl Many of the talks at the conference provided a vision of how we can grow our population and housing stock along rail corridors. In fact, the word ‘growth’ – economic and population growth – was heard repeatedly as part of arguments for investment in passenger rail. It was cited as a key reason for getting the improved services in the lower North Island over the line. But growth is a double-edged sword. Taking the Capital Connection as an example, do we really want 150 km of sprawl and strip development from Wellington to Manawatū, even if the old town centres are linked by improved passenger rail? This becomes even more problematic when combined with the present push for continued expansion of the road and motorway network, further encouraging long-distance commuting and sprawl. These are essential issues, even if they are too much for the humble train to tackle all by itself. There was mention at the conference of the overall car bias of the transport system. But the underlying question – can we achieve a high-quality passenger rail network without addressing car bias – remained unanswered. By Paul Callister and Robert McLachlan  Each day we read news about the increasing local and global effects of human induced climate change. In Aotearoa New Zealand, we know travel by cars and planes is an important source of emissions. We have adopted a ‘shift, avoid and improve’ framework to analyse pathways for reducing overall transport emissions. So how do we apply this when thinking about trains versus planes? Three other issues are relevant in any debates about trains versus planes. One is how we power transport. Electrification of domestic travel is critical. There is a steady stream of reports being published on how best to provide the scarce and valuable renewable electricity to underpin the transport transition. A second issue is resource use. This affects both the provision of renewable electricity and transport choices. For example, there are debates about the availability of key minerals such as copper and lithium. A third is the carbon needed in investing in either train or aviation infrastructure. Expanding and building new airports requires major civil engineering works as does upgrading rail infrastructure. There are many important, and far reaching, discussions taking place this year. For some, public input is being sought. For example, in April this year, the Climate Change Commission released its draft advice to inform the strategic direction of the Government’s second emissions reduction plan, covering Aotearoa New Zealand’s 2026–2030 emissions budget. The Tourism Environment Leadership Group, supported by MBIE, are currently seeking feedback on a draft Tourism Environment Action Plan. One goal in the draft is to ‘leverage tourism to advocate for rapidly decarbonising domestic transport used by visitors.’ At a regional level, Queenstown airport is seeking public feedback on its plans to increase passenger numbers by one third in the next decade.  In Auckland, there has been debate about council ownership of airport shares. But in an increasingly tangled and often contradictory world of growth aspirations versus much needed emission reductions, the airport is embarking on major expansion plans while Auckland council’s own emission reduction plan calls for a 50% reduction in domestic aviation emissions by 2030.  Adding to the discussion, at the end of June is the passenger rail conference being held in Wellington, with the theme “The Future is Rail”. The decline of inter-regional passenger rail in Aotearoa New Zealand is well documented. In fact, many delegates to the rail conference cannot conveniently get to the conference venue and back home by train. Once, it would have been possible to arrive on the morning of the conference by train from Auckland or Hamilton and leave that evening again by overnight train. Or arrive from Whanganui, New Plymouth or Napier. Now people have to drive, bus or fly. It is therefore no surprise that we rank 4th in the world for per-capita domestic aviation emissions. On a per capita domestic basis, New Zealanders emit 7 times more aviation emissions than people living in the UK and 9 times that of Germany. Trains are at the heart of a goal to ‘shift’ domestic inter-regional travel The global data show clearly the energy and emission benefits of train travel.  But these gains will be only achieved if there are trains available and people use them. Who might we attract onto trains? There will be a group of people who are currently unable to drive or fly who will have their travel options opened up by the provision of trains. Increasingly, this includes people who wish to reduce their carbon footprints. There are young people without cars, not old enough to drive or perhaps without driver licences. Previous blogs have outlined a range of potential passengers, including those who can use the train as their office or who wish to enjoy some of New Zealand’s cycleways. But it also includes many people who could be classified as transport disadvantaged due to poverty, where they live, or perhaps physical disabilities. If we are to reduce emissions, we have to get a significant number of people to shift out of cars and planes. And to do that we need a policy environment that fully supports the shift to trains, including the large investment needed to upgrade the rail network. We do not have this in Aotearoa New Zealand. Instead, the playing field, through subsidies and a raft of other policies, supports the building of roads and the aviation industry. Such change will not come quickly. While low emission trains are now available on the world market, getting an extensive frequent network up and running in Aotearoa New Zealand will take many decades. But some changes could come quickly, such as the reinstatement of a night train between Auckland and Wellington. Or adding an affordable backpackers carriage on the Northern Explorer. It would have been so much easier if we had started this revival two decades ago. This map shows a scenario of rail services we would now be operating in Aotearoa New Zealand if we had invested in the same way as Victoria.  In our series of train blogs, various rail experts and public transport enthusiasts have set out their visions for reviving passenger rail. But will the promise of ‘zero emission’ flights derail a shift to trains? Aviation relies on a goal to ‘improve’ In order to decarbonise, the aviation industry relies almost entirely on promises of future technological breakthroughs. These promises are announced almost weekly. There are three key promises.
 Source: Queenstown airport masterplan Recently we have had two journal articles published considering the future of aviation. These are:
Callister, P. and McLachlan, R. (2023) Decarbonising Aotearoa New Zealand’s aviation sector: Hard to abate, but even harder to govern. Policy Quarterly, 19(2): 9-18. (online) Callister, P. and McLachlan, R (2023) Managing Aotearoa New Zealand's greenhouse gas emissions from aviation, Journal of the Royal Society of New Zealand, DOI: 10.1080/03036758.2023.2212174 (open access) Our conclusions are:
We very much favour on-going research into low emission aviation. But to be sure to reduce emissions we need to now invest in the technologies that will give us certain, long-term reductions in both energy use and emissions. Rail is one. We cannot rely on the aviation industry on its own to develop the pathway to decarbonise the sector. We need an overall plan. This needs to be led by government and needs to involve all the levers of ‘shift, avoid and improve’. By Fiona Christeller  Source: Te Huia, https://www.tehuiatrain.co.nz/ Firstly, I’d like to commend the research, work and campaign information being provided by the communities who support regional passenger rail transport in New Zealand. It is a no-brainer that if more people use public transport, cycling and walking instead of cars, they will be contributing to reducing the effects of Climate Change, even in a small way. I strongly support the campaign objectives set out in Save Our Trains submission to the Parliamentary Inquiry into the future of inter-regional passenger rail in New Zealand Aotearoa. The campaign outlined the need for a national strategy for passenger rail services, followed by a roll-out of a more comprehensive and integrated public transport network. However, it all sounds like it will take time, …. and be expensive …. and inevitably have adversaries, particularly around cost. I am a baby boomer: I’m partly responsible for the mess the planet is in, and I would like to promote ways to act urgently, …., at an affordable cost! While I agree with delivering a long-term strategy and developing options to achieve this through a business case process, this blog is to promote a complimentary action plan to get started quicker. Nationally Councils are being encouraged by central Government to trial street changes by reallocating space to more sustainable modes of transport, eg. bike lanes, using low cost, high impact and quicker changes. The consequence is less upfront cost and with the opportunity for adjustment leading to better outcomes, letting user experience and practical issues which present themselves to inform and provide evidence for a plan to implement the long-term strategy. Here are two such trial ideas which mesh with the objectives of those promoting regional trains, but which could be implemented quickly and would encourage mode-shift using current services: The Great Journeys trains  These trains are infrequent and expensive, presented as a travel experience and often need to be booked ahead. As a first step to getting more passengers Kiwirail could:
Let’s challenge Kiwirail to double their Great Journeys passenger numbers within 2 years by marketing the service to non-tourists and adding capacity. If the trial gets locals onto trains, then the case for extending the service to Dunedin, Whangārei, and Tauranga, and adding a night train becomes easier to argue. Mixed trains The Save Our Trains submission suggested a mixed train option on regional routes, using passenger trains to carry freight. This is a really great solution and is used overseas but requires the introduction of new services (including feasibility, cost analysis etc). I suggest flipping this and building on what is already available. Instead, in the short term, on some existing freight trains, at particular times, a passenger carriage or two is added. This trial would get people moving, without huge expenditure or a major change to current systems. According to Kiwirail, there are 4,128km of railway lines and 1,350 railway stations around NZ, and there are 900 freight trains per week. Why not use some of them? Where else in the world can you ride a freight train? except this way:  It would get me, my family and friends and our bikes to destinations around the country without using a car or plane. It could provide a low-cost, high impact, quicker mode shift opportunity.
The real benefit of making change through a trials process means that there is an opportunity to test ideas, tweak and adapt to solve practical issues which arise, get feedback from all parties, and feed into good permanent outcomes. I encourage us all to continue to work towards the vision of a connected, reliable and frequent passenger rail service connecting Aotearoa, but also to initiate change SOONER. By Lindsey Horne  Earlier in March, thousands of people took part in the nationwide strike, calling for more action on climate change. Failure to act will cost us billions and will put us further at risk of more extreme weather events, similar and worse to what we’ve seen this last summer. So where and how can we start to act? After agricultural emissions, transport is one the major contributors to New Zealand’s emissions. Transport is a major contributor to NZ's greenhouse gas emissions footprint, and it’s evident at all levels. Nationally, road transport contributes to over 15% of all gross emissions. In Auckland alone, road and air transport together represent over 36% of emissions. And domestic emissions have increased too, with transport now accounting for 37% of the average household carbon footprint; up 1.6% on the previous year. Rail, on the other hand, is one of the most efficient modes of transport available, alongside walking and cycling. Data from the UK suggests that taking a train instead of a domestic flight could reduce your emissions by ~84%. Similarly, using a bike instead of a car for short trips reduces travel emissions by three-quarters. It’s not surprising that a growing proportion of New Zealanders are calling out for low carbon alternatives to flying and driving. There is a crucial opportunity with a national passenger rail service. One that is frequent, affordable and well connected to major hubs in New Zealand. Not only would this help us towards lowering our emissions, but there are many other benefits to New Zealanders as well. From travelling in a more tranquil way with young children, to a safe and social journey through to a productive, work-as-you-go journey. As part the recent parliamentary enquiry into inter-regional passenger rail, Women in Urbanism sent out a simple survey to New Zealanders, asking them to share their stories of what long distance trains mean to them. They received more than 330 stories, submitted by 130 individuals and the stories highlight what we’re currently missing out on by not having national passenger rail. This included stories and experiences from:
The sample was diverse, and included a spread of (1) different ages (from under 18 through to over 75), (2) geographic regions around New Zealand, (3) ethnicities, and (4) household structures. Taken together, these stories paint a picture of a different – but achievable – New Zealand. One which doesn’t always prioritize the private car. One in which transport is more equitable and affordable, comfortable and safe, sustainable and future-proof. Have a look at the 12 key themes that we found in our analysis of these stories.
For many, driving or flying is not an option, therefore, trains open up new opportunities to get around. “I went from Christchurch to Greymouth on the Trans Alpine on my first ever solo bikepacking journey. It allowed me to solo travel and feel safe. I also felt like I would have never visited the West Coast because I'm not a confident driver crossing the Pass. It was a peaceful journey where I felt I enjoyed a new part of New Zealand I'd never seen before.” 35-39 Female, Wellington “My preference is always to avoid driving because I loathe it.” 40-44 Female, Auckland
Access to toilets, dining carriages, bringing food on board, comfortable seats, smooth journey. In 2009 I travelled around Europe with my mother on a six-week Eurail pass. For a New Zealander, this was a revelation…Above all my strongest memory is how pleasant the journeys were, and how we were able to arrive in a city after a rail journey of several hours feeling refreshed and relaxed, ready to explore. If we had been travelling by car or bus, the trip would have been much more stressful and I would have needed time to rest after each leg of the journey. 30-34 Female, Wellington In the early 2000s, when I worked in Salisbury, I regularly caught the train to London and points in between to see friends, visit theatre, etc. I love train travel as it is fast, convenient, has services on-board such as food & drink and toilets. 75+ Female, Otago
Especially compared to driving (dangerous, stressful, uncomfortable) and flying (checking in, difficult with children). For me, being a train passenger compared to driving or flying is much more peaceful, relaxing, and safe, as well as being less likely to induce anxiety, as I don't have to worry about traffic, hazards, or falling out of the sky! 25-29 Female, Wellington …No one was exhausted by experience of the train travel, no stress of driving, finding routes (navigating one-way streets), the stress about parking, security of the vehicle, driver fatigue and safety. The hassles of flying everyone knows, no matter how seductive the 10 Euro fare from Ryanair, the hours queueing and camping out at the airport and the security! 70-74 Male, Auckland
It’s perceived that trains used to be affordable or are affordable overseas and there is a real desire for affordable long distance trains in New Zealand. I love the train! I used to live in DC and the train network around there was so affordable and accessible that I was able to regularly visit family. It was cheaper than driving and took the same amount of time. 30-34 Female, Auckland I'd love to go all sorts of places on a train in NZ. Auckland to Wellington would be most convenient, with all stops, but also down the South Island, Picton-Chch-Dunedin-Queenstown maybe? It would be great if it were frequent and affordable - not geared solely towards tourists with lots of money, but a pleasant affordable everyday experience. 40-44 Female, Auckland I would love a train to take us to the capital. To Tauranga/Mt Maunganui, Taranaki. So many kids sport events take place in Tauranga/Mt Maunganui and Taranaki. Do you know the cost of flying a school sports team to those places??? Much easier for everyone to just travel by train. 45-49 Female, Auckland
The freedom trains afford is very important to me as a woman. Planes or cars still feel relatively unsafe. I get tired of driving out of Wellington and seeing the same landscape when we go to Napier or Whanganui so trains would keep domestic travel interesting and affordable. 35-39 Female, Wellington Safer and more pleasant than driving. 40-45 Female, Auckland When I was a child in the 1990s the family would regularly take the train from Kapiti to Hawkes' Bay, where we had a holiday property. We would meet my Dad who had driven up by himself at Waipukurau station for the final drive. I always enjoyed the train much more than the car journey, which was often nauseating and scary. 30-34 Female, Wellington
People looking after small children found train travel a much more convenient and comfortable way to travel compared to driving or flying. We travelled Auckland - Wellington - Auckland. It meant we could travel as a family with young babies (at the time). Walk up and down. Look out windows etc, without some air hostess telling us to sit down or to stop loitering around the toilets. So much easier to feed the children too. 45-49 Female, Auckland When I was a child, we once caught the Southerner from Dunedin to Oamaru to visit my grandparents. My mother wasn't so keen on driving with two young children at the time, and presumably my father was busy, so it gave us another vital transport option. It was interesting for children, and much more comfortable than the bus. 35-39 Female, Canterbury
People can read, sleep, play games, work, chat etc. while they travel. I regularly caught the Napier - Wellington train for work and pleasure. I prefer it to flying and don't want to drive. The amount of work I could complete really gave me great opportunities to get stuck into my job as soon as I arrived. Sometimes I caught the Wellington - Auckland train, just for pleasure. I prefer it over flying/ driving less carbon footprint. Also by the time you've got to the airport, waited for the plane, and luggage, it seems so much more pleasant, and fun to catch the train. 65-69 Female, Hawkes Bay My first overseas experience on a long distance train was on the TGV in France. I was 13. My younger brother and I found it thrilling. I loved the romance of the stations and the multiple carriages including a dining cart. We would run through them all finding empty carriages to play in and shoot movies. …It far more comfortable than flying or driving but maybe it's also that feeling of trains physically connecting one place to another through tracks. The brain can conceptualize the feeling much more than flying. I think many people would resonate with that in New Zealand and we have the added advantage of a truly beautiful landscape. 30-34 Female, Wellington
Visiting parts of the country they wouldn’t normally visit. Seeing the beautiful scenery and connecting with New Zealand Passenger rail helped us spend more time and dollars in rural New Zealand towns. We used to take a day time train to Taihape, stay the night there, then cycle for a couple of days to Napier, then back by train to Wellington. A lovely low-carbon, low-stress mini-break. 55-59 Male, Wellington My family are lucky to have access to a bach in the far north. A train going north would mean we could finish work and catch a train to the nearest station, without having to drive, be stuck in traffic and contribute to emissions. 35-39 Female, Auckland
Especially compared to flying and driving. It would mean that I could reduce my carbon emissions further. 50-54 Male, Canterbury It would be so great to have the opportunity to use a low carbon travel option. I fully support long distance trains becoming more efficient so that our cities are connected across New Zealand. 25-29 Female, Wellington It would be so great to have the opportunity to use a low carbon travel option. I fully support long distance trains becoming more efficient so that our cities are connected across New Zealand. 25-29 Female, Wellington Sustainability and climate change wise it is a no brainer to have alternatives in NZ to flying or driving, whether for work, tourism local or international. 75+ Female, Canterbury I wish I could travel by train in Aotearoa! I've chosen to live without a car, mostly because of the environment, which is fine within the city - there is plenty of public transport to get me around. But when I want to go anywhere else, I either have to fly (which is expensive, and the emissions make my reason for not having a car pointless), catch a bus (which are slow, uncomfortable, and make me motion sick), or hire a car (expensive again, incredibly wasteful if it's only me travelling, and all the stress of driving). On a train I could read a book without feeling sick, get up and walk around to stretch my legs, and relax and watch the scenery go past. 50-54, Canterbury
People can bring their bikes to connect them to other parts of their destination. Trains + bikes = low-carbon tourism. NZ Cycle Trails are booming in popularity, but let's not force people to drive or fly to them. Passenger rail services will enable people to travel to Te Kuiti, ride the Timber Trail to Taumarunui, then train home. Passenger rail to Rotorua will enable mountain bike tourism to grow. E-bikes are super-popular but you can't fly with a lithium battery. Passenger rail will enable people to access trails without flying. Here's an easy win - add luggage space for bikes. The Northern Explorer has a paltry two bike limit. 55-59 Male, Wellington I travelled throughout western Europe and Eastern Europe by train, and travelled in the UK by train, bringing my bike with me for weekend adventures. I once moved house via train from the south of England to Scotland, with my large backpack and bike in tow. 40-44 Female, Bay of Plenty
A friendly environment that allows for people to connect and socialize. I trained from Auckland to Dunedin to attend Otago University. It was fantastic and gave me an appreciation of our geography as well as providing new friends made en route. 60-64 Female, Canterbury When I was a teenager, my parents and four siblings travelled on The Ghan through the middle of Australia…This Christmas, three of our family members are travelling to Australia to join my parents and do the long distance train trip from Adelaide to Melbourne. One day, we’d like to do the train trip to Perth, too. My parents, my own family and my sisters have travelled on trains all around the world - sometimes for fun, and sometimes as the most efficient way to get somewhere - and our fascination never ends. Trains are a great way to travel! 40-45 Female, Wellington
Visiting friends and whanau. I returned from a trip to Europe (visiting family and holiday with friends and family) yesterday - 19 October. None of the great experiences and time with people would be possible without train travel. 70-74 Male, Auckland I would love to have some long distance trains here in the South Island. I live in Christchurch and have family in Invercargill who I rarely visit because the trip is so long. I would happily take a train instead of the car to visit them more regularly if they were cost effective and comfortable. I’d probably take more trips to visit other family in Timaru etc if there was an enjoyable train trip to take. 35-39 Female, Canterbury |
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