그러나 효과적인 지하철이 되려면 빠르고 빈번하게 열차가 와야할 뿐만 아니라 그 무엇보다도 믿을만 해야한다.  오클랜드의 지하철 서비스를 빠르고 믿을만 하게 하려면 시티만 순환하는  것보다는 그 이상의 것이 필요하다.  서쪽의 열차노선은 도로의 철도건널목 때문에 느리게 만들어졌다. 그리고 동쪽 노선의 일부 역들은 외딴 지역에 있다. 여러 이유로, 전산화와 새로운 열차에도 불구하고 (열차 시간은) 너무도 자주 신뢰하기 어렵다.

Sir Dove Myer Robinson은 그의 비젼이 고속열차라고 했다. 그는 Kirk 정부가 저속 열차를 제안했을 때 만족하지를 못했다. 그 때가 43년 전이다. 꿈을 간직해왔던 열차 지지자들과 특히 그의 후임자인 Mr. Brown은 지면에 말뚝을 박았고(지하철 프로젝트를 시작했고) 갈채를 받을 수 있을 것이다. 그러나 효과적인 지하철이 되려면 빠르고 빈번하게 열차가 와야할 뿐만 아니라 그 무엇보다도 믿을만 해야한다. 오클랜드의 지하철 서비스를 빠르고 믿을만 하게 하려면 시티만 순환하는 것보다는 그 이상의 것이 필요하다. 서쪽의 열차노선은 도로의 철도건널목 때문에 느리게 만들어졌다. 그리고 동쪽 노선의 일부 역들은 외딴 지역에 있다. 여러 이유로, 전산화와 새로운 열차에도 불구하고 (열차 시간은) 너무도 자주 신뢰하기 어렵다. Sir Dove Myer Robinson은 그의 비젼이 고속열차라고 했다. 그는 Kirk 정부가 저속 열차를 제안했을 때 만족하지를 못했다. 그 때가 43년 전이다. 꿈을 간직해왔던 열차 지지자들과 특히 그의 후임자인 Mr. Brown은 지면에 말뚝을 박았고(지하철 프로젝트를 시작했고) 갈채를 받을 수 있을 것이다.

[뉴질랜드한인 여성회 Richard's English Class]

♧ 영어 읽기반:  금요일 오전 11시~12시(18 Allright Pl. Mt. Wellington)
                        화요일 오전 11시~12시 30분 (766 Sandringham Ext, Mt Roskill) 
ㅡ현지인 강사의 다양한 표현에 대한 내용
ㅡ신문기사 해설 ; 해럴드지 기사
ㅡ숙어 (idiom) ; 가장 많이 쓰이는 숙어를 활용한 문장 적용의 예
ㅡ여타 참여자의 질문과 요구에 따른 수업 적용 [뉴질랜드한인 여성회 Richard's English Class] ♧ 영어 읽기반: 금요일 오전 11시~12시(18 Allright Pl. Mt. Wellington) 화요일 오전 11시~12시 30분 (766 Sandringham Ext, Mt Roskill) ㅡ현지인 강사의 다양한 표현에 대한 내용 ㅡ신문기사 해설 ; 해럴드지 기사 ㅡ숙어 (idiom) ; 가장 많이 쓰이는 숙어를 활용한 문장 적용의 예 ㅡ여타 참여자의 질문과 요구에 따른 수업 적용

[기사 원문] "Great dream for rapid rail gets on track at long last"​

It is not yet precisely clear how the Auckland Council and the Government propose to share the cost of the city's underground rail link but the fact that the Prime Minister and Transport Minister joined Mayor Len Brown for a ground-breaking ceremony this week suggests the $2.5 billion project is going ahead.

After so many plans, so much argument and so much hope, the moment feels truly historic.

Mr Brown believes a central rail circuit will change the shape of Auckland.  Perhaps it will.

The loop will allow trains to run much more frequently than they can with all lines terminating at Britomart.

If the rail-way make Auckland a more compact city, boosting its central business district and attracting more dense development around the three rail lines radiating from it.

Suburban stations will become hubs of activity with local bus routes oriented to rail connections and with the ease of transfer on a pre-paid card, Auckland commuters will take to public transport at last, forsaking their cars and consigning road congestion to the past.

All of that might have happened long ago if Auckland’s post-war planers had focused on railways rather than motorways and a harbour bridge.


It might still have happened if the bridge had been built to earlier designs for trains as well as wheeled traffic.

Gut then, as now, governments were hard to convince and the bridge had to be financed by traffic tolls.

Aucklanders readily paid them, crossing the bridge in such numbers that its capacity had to be doubled within a few years of its opening.

Mean while, motorways to the south and west became far more popular commuting arteries than the railways alongside them. The causeway to Te Atatu reshaped the west.

So it is probably too much to expect the long-awaited central rail link to change the face of Auckland.

The city’s beaches, coastal attractions and bay suburbs eill remain more readily reachable by road and, out-side peak hours at least, the convenience and privacy of the personal car will be hard for public transport to beat.

But the city’s population is growing at such a rate that roads and motorways would not be enough for its transport needs. 

Fortunately, the new population is more accustomed to apartment living and urban rail services.

Patronage has been rising for several years, as the lines have been electrified and new trains provided.

If the central rail link’s new stations under Albert St and Karangahape Rd turn out as expansive and attractive as the artists’ impressions, they will bring a new dimension to the CBD as well as many more people.

But effective urban rail services need to be not only frequent but fast, and above all, reliable.

It will require more than a turning circle to make Auckland’s rail service fast and reliable. 

The western line I made slow by level crossings of roads, and some of the eastern line’s stations are desolate places.

For some reason, despite electrification and new trains, it still proves unreliable too often.
Sir Dove Myer Robinson called his vision rapid rail.
He would settle for no less when the Kirk Government offered him slow rail.

That was 43 years ago. The rail enthusiasts who have kept his dream alive, and especially his successor, Mr Brown, have put a stake in the ground and can take a bow. [기사 원문] "Great dream for rapid rail gets on track at long last"​ It is not yet precisely clear how the Auckland Council and the Government propose to share the cost of the city's underground rail link but the fact that the Prime Minister and Transport Minister joined Mayor Len Brown for a ground-breaking ceremony this week suggests the $2.5 billion project is going ahead. After so many plans, so much argument and so much hope, the moment feels truly historic. Mr Brown believes a central rail circuit will change the shape of Auckland. Perhaps it will. The loop will allow trains to run much more frequently than they can with all lines terminating at Britomart. If the rail-way make Auckland a more compact city, boosting its central business district and attracting more dense development around the three rail lines radiating from it. Suburban stations will become hubs of activity with local bus routes oriented to rail connections and with the ease of transfer on a pre-paid card, Auckland commuters will take to public transport at last, forsaking their cars and consigning road congestion to the past. All of that might have happened long ago if Auckland’s post-war planers had focused on railways rather than motorways and a harbour bridge. It might still have happened if the bridge had been built to earlier designs for trains as well as wheeled traffic. Gut then, as now, governments were hard to convince and the bridge had to be financed by traffic tolls. Aucklanders readily paid them, crossing the bridge in such numbers that its capacity had to be doubled within a few years of its opening. Mean while, motorways to the south and west became far more popular commuting arteries than the railways alongside them. The causeway to Te Atatu reshaped the west. So it is probably too much to expect the long-awaited central rail link to change the face of Auckland. The city’s beaches, coastal attractions and bay suburbs eill remain more readily reachable by road and, out-side peak hours at least, the convenience and privacy of the personal car will be hard for public transport to beat. But the city’s population is growing at such a rate that roads and motorways would not be enough for its transport needs. Fortunately, the new population is more accustomed to apartment living and urban rail services. Patronage has been rising for several years, as the lines have been electrified and new trains provided. If the central rail link’s new stations under Albert St and Karangahape Rd turn out as expansive and attractive as the artists’ impressions, they will bring a new dimension to the CBD as well as many more people. But effective urban rail services need to be not only frequent but fast, and above all, reliable. It will require more than a turning circle to make Auckland’s rail service fast and reliable. The western line I made slow by level crossings of roads, and some of the eastern line’s stations are desolate places. For some reason, despite electrification and new trains, it still proves unreliable too often. Sir Dove Myer Robinson called his vision rapid rail. He would settle for no less when the Kirk Government offered him slow rail. That was 43 years ago. The rail enthusiasts who have kept his dream alive, and especially his successor, Mr Brown, have put a stake in the ground and can take a bow.