Late last year Kiwirail released some sneak peaks at what electrification might look like in Auckland. Here are some images of NZ’s existing electrification infrastructure from National Park on the North Island Main Trunk; Kiwirail has stated most of the electrification will be on a mast type system rather than a bar type system as in the norm in Wellington, it may look similar to this:
This image shows the difference between a mast system and a bar system:
Finally for those wonder how the train draws power from the wires, it is via a pantograph as seen here, this class of locomotives was recommended to be used in Auckland as part of the working group’s report last year:
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“it may look similar to this”
You mean we get beautiful panoramas and snowcapped mountains? Still, even without those it still looks good and unintrusive.
Ha ha, yes as they were holiday photos I tried to make them as scenic as possible, only after did I think there may be some followers of the blog that hadn’t seen the NIMT electrification…
George – We could just plaster the top of the Waitakere’s with a bit of white paint.
Its worth noting that in the Wellingon area, with few exceptions where the track plan dictates, all new and renewed traction overhead is the single mast sytem. The numbers of cross-spans (portal type) or bars as you have refered to them is reducing. At present the whole Wellington to Melling Junction section of the Hutt Valley line is being converted to a balance weight tension type, similar to the NIMT, and I expect what Auck will get also. This has seen many of the old post and cross-spands gone. The Waikane extension and double tracking is also of balanced weight style. Once completed, this type of contruction will be in use from McKays to Waikane. There are several new gantries around Wellington itself, but there its spanning 4, and in some case’s more, tracks.
What’s the story with those electric freight locos (EFs is it?) are they still planning to use them on the Auckland suburban network or are they going to buy new ones to haul the SA sets?
Good question Cam. I think some might be used on the Auckland network, but not as many as we had previously feared.
with freight levels on the NIMT increasing recently it may be somewhat more difficult to remove EF’s from freight than was previously thought. If a substantial number were to go to Auckland, Kiwirail would need to have the next batch of Chinese locos signed off before any agreement was made.
I have just been reading other Articles on the Internet of “De Electifying the North Island Main Trunk Line Between Palmerston North and Hamilton which I think is a Stupid Idea! Back in the 1950s the plan was to Electrify Wellington – Auckland Main Trunk Line but this of course never came about. Today you have Wellington – Paraparaumu Electrification currently Being Extented (Wellington – Waikanae) Taking the Electric Commuter Trains North on that section of the North Island Main Trunk Line and then you have Palmerston North – Hamilton being Electrified. Now Both of these Sections are on different Voltages (Wellington 1500V DC, Palmerston North – Hamilton 25 kV AC). But with Electric Trains Being Proposed for Auckland and also New Electric Commuter Trains proposed for Wellington it would make Sense to convert the Wellington Electrification to 25 kv AC the same as Central North Island when the new commuter trains for Wellington arrive and to “join the Gap” between Paraparaumu and Palmerston North and when Electric Trains arrive in Auckland also to have them on 25 Kv AC and also to “fill the gap” between Auckland and Hamilton then you would have the whole North Island Main Trunk Line Electrified with trains running “Strait Through” without the need for loco changes and also with reduced pollution etc etc. THis would be a good time to act! You could have electric commuter trains run as far as Palmerston north stopping at places like Levin and Otaki and same goes for Auckland you could have Hamilton – Auckland Electric Commuter trains etc etc. ALso you can send up Electric Units either to Auckland or Wellington if demand for more passengers etc.
Thanks for reading look foward to hearing some feedback on my idea
There is no need to alter the voltage of the Wellington network. In Europe it is common for trains to run on different voltages. On the Southern Region of the old British Rail, trains pick up 750 Volts DC from a third rail or 25 kV from the overhead system, some also have diesel engines for use when no electric power is available. The important thing is for KiwiRail to keep the overhead power in place and hopefully fill the gaps.