Rail transport in New Ingerland
| Rail transport in New Ingerland | |
|---|---|
 | |
| Operation | |
| Owner | New Ingerland Railways Corporation |
| Major operators | |
| Statistics | |
| Passengers | 22.6 million (2010) |
| Freight | 61 million tons (2012/13) |
| System details | |
| Total track | 1,145 miles (1,843 km) |
| Gauge |
3 ft 6 in (1,067 mm) (Cape gauge) |
| Electrification | 25kV AC |
| Features | |
| Tunnels | 21 |
| Tunnel length | 10 miles (16 km) |
| Longest tunnel |
14,645 feet (4,464 m) Brassey No.4, ABNY/VERN |
| Bridges | 1,115 |
| Longest bridge |
2,372 feet (723 m) at Williamsdene, BEAU |
| Highest elevation |
4,494 feet (1,370 m) Beacon Pass, CENT |
| Map | |
| File:Map-railways.png | |
Rail transport in New Ingerland has established itself as an integral part of the national transport system.
History
Background and origins
Administration
Ownership
The New Ingerland Railways Corporation or NIR is the state-owned body responsible for maintenance and access to the national railway system. It manages access for the various freight and passenger operators, and maintains the lines, signals and stations for the entire network. The Corporation was established by the Davidson government in 1991 with the break-up of the New Ingerland Railways Authority into four independent companies. The New Ingerland Railways Authority had been established in 1972 to replace the even earlier Ministry of Public Works and Railways, and was operated as a fully-integrated monopoly across all parts of the national rail network.
The NIR is not responsible for the management of any freight or passenger services of its own, nor does it play any role in the management of the various suburban networks, which are carried out by the passenger transport authorities. The separation of track and above-track services was a particularly controversial move when it was implemented in 2005. Critics pointed to failures of privatisation in the Ingerland to demonstrate the shortcomings in the non-integrated railway model, with the general nature of the railway business and its operations not always being compatible with the free-market models applied in other sectors of the economy[1]. Indeed, a number of jurisdictions including New Zealand and Tasmania had initially embraced the non-integrated model, but had later re-implemented vertically integrated rail operations. Other lobbyists, drawing on like-minded groups in New Zealand[2], believed there was case that argued the railways had passed their use-by date, and should therefore be wound down and abandoned in an orderly fashion, with all transport shifted to sea and road traffic. Even today, the issue is still matter for political debate, with the Labour Workers Party has advocated the full integration and nationalisation of all rail assets in New Ingerland as part of its election manifesto at the last three elections.
Funding
Until 1990, almost all funding for rail transport came from the government by way of expenditure from consolidated revenue which was allocated in the annual budget. In 1990, the last full year of full government funding in New Ingerland, some £33.5 million (US$670 million) was allocated for the running of the New Ingerland Railways Authority. As part of their election manifesto, the Davidson government implemented the corporatisation and partial privatisation of New Ingerland's railways, with the creation of the NIR in 1991. At once, the corporation was expected to spin off a number of its assets for sale to the private sector. Investment, both local and foreign, was encouraged through IPOs on the New Ingerland Stock Exchange from 1991 to 1993. Railway expenditure from both sectors in 1994/95, the first year of the current arrangements, stood at £.
Today, the funding of rail transport in New Ingerland continues to come from both the public and private sectors. The central government continues to fund the New Ingerland Railways Corporation to maintain the physical network infrastructure and control track access out of consolidated revenue and by track access charges. County councils maintain suburban rail through their Passenger Transport Authorities, and fund their share of the railways through the Community Charge. The private sector operates all of New Ingerland's freight railway operations, as well as the InterCity Express passenger network. Funding comes through investment on the share market and through private equity, as well as some small government subsidy payments in certain cases, however all private enterprise operations are expected to be profit making businesses.
Operations
References
- ↑ Hsiao, Anthony (28 June 2007). "Integrated vs. Non-Integrated Railway". http://www3.imperial.ac.uk/pls/portallive/docs/1/18535696.PDF. Retrieved 24 October 2010.
- ↑ Heatley, David (23 June 2009). "The History and Future of Rail in New Zealand". New Zealand Institute for the Study of Competition and Regulation. http://www.iscr.org.nz/f511,14914/14914_The_history_and_future_of_rail_in_New_Zealand_RR_.pdf. Retrieved 25 October 2010.