Our Objective

Save Our Trains Southern promotes:

• a scheduled passenger train service running both directions between Christchurch, Dunedin and Invercargill
• part of the public transport system

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The service will serve major centres along the Main South Line route, providing affordable and efficient public transport options for 750,000 South Island residents, bridging gaps where air

and other existing forms of private

transport are unavailable, and/or

too costly and inaccessible.

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The Big Picture

• Cost of Fuel

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• Conflicts around the world tend to increase the price of fossil fuels

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• Fossil Fuel Emissions

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• Warming the Planet

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• Fueling Extreme Storms

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• Increasing Cost to Maintain Infrastructure

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Energy consumption in NZ with Transport sector, 2023

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A History of Transportation

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Once was a Passenger Rail Network….�

1945 Evening Star

• Only Picton-Chch-Dunedin-Invercargill, plus West Coast line open
• Plus short tourist lines (Taieri Gorge, Weka Pass, Kingston Flyer)
• Regional lines serving Southland, Otago & Canterbury closed

1930s

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Why is rail transport so much more efficient than road?

Minimal Rolling Resistance

• Steel wheels on steel rails deform very little under heavy weight.
• Rubber tyres on asphalt flex and deform constantly while moving.
• Deforming rubber creates friction and generates heat, wasting energy.

The rolling resistance coefficient of steel on steel is about 5 to 10 times lower than that of rubber on a road.

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Superior Aerodynamics

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• Trains pull long lines of cargo containers directly behind one locomotive.
• Only the front locomotive cuts through the air to face peak wind resistance.
• Trailing cars travel inside the slipstream created by the lead engine

• drag force is proportional to the square of the velocity
• drag is linear to increase in area

The Frontal Area Comparison

• One Semi-Truck: A standard heavy truck has a frontal area of roughly 9.3 m² to 10 m².
• One Freight Train: A standard train locomotive has a frontal area of roughly 10 m² to 11 m².
• The Ratio: 1 to 1. One train locomotive has virtually the same frontal area as just one single semi-truck.

Why Trains Win on Aerodynamics

While the frontal areas are nearly identical, the payload delivery creates a massive gap in efficiency:

• The Train Advantage: A single train locomotive can pull over 100 railcars. The trailing cars sit directly in the aerodynamic wake of the locomotive, meaning 100+ carloads of freight are moved using the frontal surface area of just one vehicle.
• The Truck Disadvantage: To move that same volume of cargo by road, you would need roughly 280 to 500 individual semi-trucks. This multiplies the total frontal area hitting the wind by hundreds of times, drastically increasing overall fuel consumption and drag.

Why is rail transport so much more efficient than road, cont.

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Mass and Momentum Benefits

• Trains move massive loads using a single, optimized power source.
• High momentum allows trains to coast long distances without burning fuel.
• Rail lines feature very gradual slopes and minimal stop-and-start traffic.
• Road vehicles face steep hills, traffic lights, and constant speed changes.

Why is rail transport so much more efficient than road, cont.

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AIR

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Availability: Very limited along the Main South Line route; only Christchurch links directly with Dunedin and Invercargill; no Dunedin–Invercargill air link; Timaru connects only to Wellington; Oamaru no longer has scheduled services; Gore & Ashburton never had them.

Price: Typically just over $200 up to $700 one-way; often seen as unaffordable except for business or emergency trips.

Time: Door-to-door typically 4+ hours (travel to/from airports, check-in, security, baggage), and longer from smaller centres.

What are the other travel options?

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Private car

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• Use: Most common mode; flexible and connects all centres along the route.
• True cost: Using IRD’s conservative $0.37/km rate, a single adult trip costs about twice rail or coach fares.
• Time: Marginally faster than rail; slower than air.
• Considerations: Increasing SH1 freight traffic reduces safety; many aged/disabled residents cannot drive long distances
• Highest health and safety risks of any mode

What are the other travel options, cont.

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Bus/Coach

• Services: 1 daily Invercargill–Christchurch (~11:15 hrs);
• 2 daily Dunedin–Christchurch (~6:10/6:25 hrs).
• Price: Dynamic pricing; generally comparable to proposed rail; smaller-centre trips often cost more (e.g., Balclutha–Christchurch $103 vs Invercargill–Christchurch $71 on the same coach).
• Time: Typically 25–35% longer than rail.
• Accessibility: Generally not accessible for mobility-impaired passengers; no at‑grade boarding and drivers cannot provide physical assistance.
• Difficult to work on, gets stuck in same city & highway traffic

What are the other travel options, cont.

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Health and Safety

• Private Cars - driving intercity is one of the highest risks for businesses, also long times involved are costly, and fuel cost is high. Primary mode used at present

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• Flights - much lower risk, but much higher costs for the flight - unaffordable for many - appearance of short time, though connection to airports

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• Buses - low risk – low/medium cost - hub to hub long transit times - infrequent schedules

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• Passenger Rail - very low risk, low/medium cost -scheduling could be more frequent than buses

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What does it take to move lots of people? (eg 1,000)

20 Buses

4 Trains (4 cars each)

*The car option also requires over 2 hectares (5 acres) of parking both at the start and at the destination.

625 Cars*.

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Train

• Railways consume up to 9x less energy per tonne/km travelled than trucks
• Trains can be up to 5x more fuel-efficient than trucks/buses
• Can carry much more freight at the same time
• Cheaper for medium & long-distance
• Emit 75% fewer GHG emissions

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Truck

• Can be cost-effective for short distances
• Better for perishable foods, can be put in storage easily
• Faster door-to-door delivery service
• Provide opportunities to increase efficiency
• Good for ‘last mile’ deliveries

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Fun Fact - A single gallon of diesel fuel is enough for a freight train to transport a ton of freight for over 750 kms as opposed to roughly 215 kms that a truck could do with the same amount of fuel & the same cargo weight.

What about freight?

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Accessibility, with trains

• Level, Gapless Boarding: Unlike buses, which require ramps or kneeling functions, modern light rail and metro systems often* feature completely step-free, flush alignment between the station platform and the train floor. This drastically reduces the physical effort and time needed to board. * At worst, shallow ramps, or small lift platforms can be used.
• Spacious Interior Maneuverability: Rail carriages have wider aisles, dedicated priority seating zones, and open-gangway designs that allow passengers in wheelchairs or with mobility aids to navigate and position themselves safely without negotiating narrow, crowded corridors.
• Predictable, Fixed Infrastructure: Unlike cars or buses that are subject to unpredictable road conditions, traffic congestion, and sudden braking, trains provide a smooth ride with segregated rights-of-way. This greatly benefits passengers with sensory or cognitive processing issues.
• Seamless Wayfinding: Railway stations offer structured, expansive environments where audio-visual announcements, tactile paving, and clear directional signs can be permanently and uniformly integrated. Newer stations also feature elevators and wide fare gates specifically designed to accommodate wheelchairs and mobility scooters.
• Higher Passenger Capacity: Because trains can move high volumes of people, transport systems invest more heavily in their dedicated stops to ensure universal design standards—such as high-contrast edges and continuous weather protection—are met for all users.

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Bigger trucks on the road

• 10 years ago, the Govt increased the weight and length of trucks allowed on our roads.
• Additionally, as a response to fuel crises, the Govt has moved to increase the amount of weight heavy trucks can haul on our roads.
• Over-dimension vehicles would be temporarily allowed onto some motorways and toll roads that they are currently barred from.
• Weight limits will be "temporarily" increased by 4% for high productivity motor vehicles — approximately a two-tonne increase per vehicle — and by 10% for 50MAX trucks, lifting the cap to 55 tonnes.

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The Role of Rail in Resilience

• Diversifies transport options, reducing reliance on roads and airports vulnerable to storms, floods, landslides, and coastal inundation.
• Rail corridors can be hardened (drainage, embankments, scour protection, rockfall/snow fencing, targeted raising/setbacks) to cut outages and speed recovery.
• Faster, more predictable restoration via controlled assets and phased resumption (e.g., reduced speeds, limited sections).
• Scalable civil defence capacity for evacuations and delivery of responders/supplies when roads are constrained.
• Operational continuity in severe weather using speed restrictions and adjusted timetables; less affected by wind/visibility issues than air and safer than hazardous road conditions.
• Improves energy security and cuts emissions; hybrid/electrified options reduce exposure to fuel price volatility and supply disruptions.

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Energy Efficiency of different modes

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• vs short haul planes ~ 8 x less

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• vs typical cars ~ at least 3 x less

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• vs coach/bus ~ 2 x less

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g/CO2/passenger km

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Potential Users

Businesspeople

• Who wish to work onboard while travelling
• Doing business in smaller centres where air travel either does not exist or is so infrequent and costly as to be irrelevant
• Wanting to reduce company carbon emissions liabilities

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Students

• Over 2,000 tertiary students studying in Dunedin come from Canterbury & Southland
• A significant number of Christchurch tertiary students come from Otago/Southland
• School sports teams, attending sports events

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Low-income earners

• Travel by air is too expensive
• Can’t afford a car/long-distance car travel

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Residents of rural & regional areas

• Who have no air services, and limited coach services
• Who find it unsafe driving long distances.

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Disabled people*

• Who may not have access to a car
• Who have significant difficulty using planes
• Who are unable to use intercity coaches due to lack of accessibility

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*Note, while existing rolling stock has some improved disability access, modern units, such as the Alstom unit range being purchased for the North Island, have significantly-enhanced entry and egress capability, including for those using motorised wheelchairs, etc. who have no current long distance public transport options other than cars.

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Potential Users

Retirees

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• Who have many of the same issues as those applying to disabled people
• Who may not have ownership or access to a car, or relevant licenses, as they age
• Who prefer a predictable, reliable, comfortable and affordable form of transport

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Benefits for smaller South Island Centres

Community

• Better access to healthcare, education, and government services
• Mobility for youth, older people, and disabled passengers; reduces isolation and supports social connection.
• Safer alternative to long highway drives, especially on SH1 during peak freight and holidfay activity, or poor weather.
• Town‑centre vitality; stations act as hubs, stimulating hospitality, retail and public spaces.
• Lower transport emissions and noise in town centres; improved air quality.

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Benefits to road users

Ironically, increasing passenger rail will provide lots of benefits to those still needing to use the roads.

Fewer cars and trucks on the road means less traffic, leading to more reliable journeys for drivers and essential transport vehicles & lower roadmaintenance costs.

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By giving an alternative to driving, passenger rail helps reduce the total number of vehicles on the road, which in turn can lead to fewer accidents, injuries, and fatalities on roads.

With fewer vehicles traveling on roads, there is less wear and tear, which can help lower the overall maintenance costs of road infrastructure.

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Recent South Island �Rail Investment

• The redevelopment and reconstruction of Dunedin’s Hillside Workshops
• The redevelopment of the Waltham Mechanical Hub in Chch
• The decision to purchase new rail-enabled ferries, and commit to necessary portside infrastructure
• Two new rail-accessible ‘Inland Ports’ just south of Dunedin
• $8m upgrade of Dunedin Railway station (by Dunedin CC)

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What would a timetable �look like?

• Timetable uses current Main South Line speeds and standard restrictions.
• 2 Daily each-way services: Invercargill–Dunedin-Chch, and Dunedin–Chch, offset by ~4 hours.
• Stops (4‑minute dwell): Ashburton, Timaru, Oamaru, Dunedin, Balclutha, Gore. Add ~4 minutes per extra stop (e.g., Rolleston, Mataura).
• Invercargill–Christchurch crew change: 10 minutes at Palmerston (may require loop restoration), enabling a passenger stop; alternatives at Merton or Busheys Mill lose that benefit.
• Dunedin–Christchurch crew returns same day; potential crew swap with freight at Timaru or another crossing loop.
• Journey times expected to shorten with new hybrid diesel–electric units (as in Nth island), and further with future technology upgrades (eg tilt-train)

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Likely stations

• Invercargill; This station has an existing platform that cannot always be accessed by the public. Kiwirail owns land in a 2m strip from the track but the current station building, constructed in 1978, is privately owned. Used by Mainlander tourist train.
• Gore: The station building and platform no longer exist and a stop here would require a new platform, on the Gorton St side of the tracks, with a ‘bus shelter’ required on the platform, all less than one minute’s walk from SH1.
• Balclutha: The station building no longer exists. However, the platform remains and would only require minor refurbishment for passenger use. There is an existing parking area and ample space for the development of park and ride and public transport services for ongoing bus services from the station.
• Dunedin: - Ready to go. Used by Taieri Gorge, Mainlander and Southerner tourist trains.
• Oamaru: There is an existing plajorm and sta+on building. The existing building is currently in private ownership, and the building and plajorm are in need of care and maintenance. The platform is currently used by Dunedin Railways for day trip tourist services.
• Timaru: There is an existing platform and station building in good condition; privately owned and used as a cafe and offices. There is an existing coach stop in front of the building and space for parking and the development of a transport hub.
• Ashburton: There is still a large platform in place which will require some care and maintenance to bring up to standards. The station building has been removed. A ‘bus shelter’ would need to be placed on the platform for passengers.
• Christchurch: The station was constructed in 1993 and replaced the previous, much larger, station situated on Moorhouse Avenue, which was demolished after the Christchurch Earthquakes in 2010 and 2011. It is the terminus station for KiwiRail’s TransAlpine and Coastal Pacific tourist services. The current station has a full-length platform, with space for additonal ‘bay’ (dead end) platforms either end.

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What would fares be?

• To enable competitive comparisons with alternate transport modes, fares will need to be structured and funded as part of the public transport system.
• This is how current metro bus services in the South Island, and existing North Island regional passenger rail services fares work.

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Track suitability

No new track required to start the service

- a single new crossing loop may be needed if an existing changeover point on the Main South Line isn’t suitable.

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Historically (until 2001) crew swaps occurred at Bushey’s Mill loop (north of Palmerston) - this loop still exists. Similar loops at Merton (south) and Hillgrove (north) remain available.

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Palmerston Station could be reinstated as a stop and crew change point (loop partially in place), offering passenger benefits and convenient coach connections to Central Otago

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Rolling Stock ?

• Currently, New Zealand’s inter-regional trains rely on ageing diesel locomotives and carriages. Carriages used on services such as the Capital Connection, Te Huia, & the Wairarapa Connection are 50–60 years old. Sth Island tourist trains are older still!
• The Govt has ordered hybrid diesel-electric Alstom ‘Multiple Units’ (like Railcars) for lower North Island services (and maybe Upper North Island as well.
• The South Island should get their cousins (Alstom Diesel Multiple Units - DMUs), the standard form of intercity train used globally on non-electrified lines.
• New trains will have accessible toilets, café bars, bicycle storage, wifi & power sockets.

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What will the trains cost?

The service can be operated with three 3-car Alstom diesel-electric train sets at the cost of approximately $112m, in current prices, with an additional $29m for maintenance over their 30-year life.

This is based on the contract cost for the lower North Island train purchase and 30-year maintenance period, for eighteen 4-unit Alstom BEMU train sets ($1.066B) or 36 DMU (72 carriages).

Of this, and based on the same local/national cost-sharing as in the North Island, approx $12m of the capital cost would need to be funded through a local share from the three Regional Councils (or replacements) along the Main South Line.

There are approximately 340,000 rateable properties within 30 minutes travel of each of the proposed stops; the $12 million local capital contribution would be funded by Local Government loan, repayable over 25 years, at the approximate rate of $2 per year, per rateable property, falling evenly across the relevant households in each region.

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What about station/stop �upgrades?

Stations

• Remediation and shelters required at Ashburton, Oamaru, Balclutha, Invercargill (≈ $0.5m per stop).
• New platform, shelter, and access at Gore (≈ $2m).
• Timaru, Dunedin & Christchurch suitable as is (NB plan to possibly reinstate Moorhouse Ave stop in Chch)
• Estimated total at ≈ $4m–$5m (subject to site‑specific requirements).

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Funding sources

• Eligible for NZTA local road/public transport subsidy of at least 51% (North Is stations received higher subsidies)
• Local share varies by stop depending on remedial needs.
• Recent central Government funding has often been higher; heritage restoration fund also available for railway stations (already approved for Mataura).

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In Perspective

The New Zealand Government’s Roads of National Significance (RoNS) programme has an estimated total value of $44 - $54 Billion. This massive infrastructure portfolio, comprising 17 major highway and transport corridors, is currently undergoing development, cost revisions, and delivery planning.

The total cost of establishing a Main South Line passenger rail service, using new rolling stock, and existing infrastructure, would therefore be about $130m.

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This would compare with the cost of $38m per kilometre for the current Roads of National Significance, delivering an alternative transport mode along the corridor of 560km, for the approximate cost of less than 4km of motorway.

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The Future is Rail ‘Heavy Vehicle Subsidies’ study found that every billion net tonne-kilometres (NTK) of freight diverted from heavy vehicles to rail and sea, saves an estimated $43 million annually in avoided direct subsidies, and $230 million in avoided direct social and environmental costs per year by 2027. Updated analysis has followed the publication of the EY-ARA report outlining ‘The Benefit of Rail to New Zealand’.

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