Cars - General Information – 1846 to 2014

© Juliet Scoble – Wellington, 12/2014 JRS/489

List of Contents

1 Advertising in Cars 46 Cars Sold 2 Allocation of Cars 47 Special Cars 3 Alterations to Cars 48 Steam Heating 4 Cars for Accommodation Huts 49 Strengthened Ends 5 Car Bogies 50 Car Ceilings 6 Christchurch – Lyttelton Trains 51 Turning Cars 7 Circus Train Cars 52 Wanganui Section Cars 8 Condemned Cars 53 Ladies Cars 9 Correspondence Registers – 54 Westport Section Cars Information from 55 Whangarei Section Cars 10 Couplings 56 Car Windows 11 Covered Gangways 57 World War Two Emergency Cars 12 Cushion Seats in Second Class 58 Auckland Railways 13 Door Handles 59 Canterbury Railways 14 Emergency Braking 60 Invercargill Railways 15 First Class, Abolition of 61 Otago Railways 16 Car Floors 62 Wellington Section 17 Chalk Marks on Cars 63 New Cars 18 Four Compartment Cars 64 Transfer of Cars 19 Gangways 65 Wheels of Cars 20 Gates on Platforms 66 Classified Railway Expenditure – 21 Gisborne Section Cars Public Works Department 22 Gore to Kingston Trains 67 Proposed Reclassifications of Cars 23 Cars Used as Vans 68 Daylight Limited Express 24 Gutters on Cars 69 Covered Gangways, Anti-Collision 25 Handrails Ends, and Automatic Couplers 26 Heating of AF Cars 70 Kingston Flyer Train. 27 Hire of Cars 71 Westinghouse Brake 28 Hospital Cars 72 Sleeping Cars 29 Identity Discs 73 Named Trains 30 Janney Yoke Drawgear 74 Number and Class Plates 31 Car Lavatories 75 Footwarmers 32 Car Lighting - Electric 76 Car Uses 32A Pintsch Gas & Other Lighting 77 Suburban Cars 33 Car Markings 78 Painting & Lettering Cars 34 Otahuhu Workshops Trains 79 Smoking Accommodation on Trains 35 Painting & Lettering Cars 80 Christchurch – Lyttelton Trains 36 Picton Section Cars 81 Withdrawal of Passenger 37 Platform Alterations Accommodation 38 Postal Cars 82 Passenger services 39 Public Works Department Cars 83 Last run of Northerner service 40 Refreshment Cars 84 Rawlings Half-Drop Windows 41 Car Roofs 85 Curtains on Vestibule Doors in 42 Rewanui Branch Trains Northerner Cars 43 Running Restrictions 86 Improved Seating in Cars 44 Car Seats 87 Royal Tours 45 Smoking in Cars 88 Capital Cost of Electric Lighting Cars List of Contents (Continued)

89 Capital Cost of Strengthened Ends in 139 Front Board of Fixed End Seats Cars 140 Old Cars at Greymouth 90 Car Uses 141 Car Stock 1986 91 Capital Cost of Cars – 31 March, 1936 142 Heating of Cars 92 Car Details – All Sections – 1897 143 Side & Tail Lamp Brackets 93 Car Painting Specifications – 1907 144 Emergency Brake Valves 94 Car Seats 145 Handrails 95 Advertising in Cars 146 Covered Gangways, Anti-Collision 96 Cleaning Car Windows Ends, and Automatic Couplers 97 Undergear of Cars 147 Platform Grills 98 Elevated Roof Cars on Rimutaka 148 Allocation of Suburban Cars 1969 Incline 149 Standard Equipment for Car-Vans 99 Towel Rollers 150 Suburban Train Consists 100 Notice Plates 151 Number of Cars 1967 101 Car Painting & Varnishing 152 Wooden Cars with Strengthened 102 Lavatory Cars Ends 103 Gangways & Handrails 153 [Not used] 104 Colour Schemes of Cars 154 Protective Under-Floor Sheathing 105 Mat Substitute 155 Altering Truss Rods to Clear Centre 106 Proposed 60'-0” Cars Rail Gauge 107 Weight of Cars 156 Cars Awaiting Repairs at Wellington 108 Precautions Against Wind, 157 Conveyance of Workmen Wairarapa 158 Car Roofs 109 North Island Car Stock 1932 159 Lettering, etc, Cars 111 Withdrawal of Dining Cars 160 Weight of Cars 112 Cars at Timaru and Vicinity 161 Maintenance of Car Stock 113 Cars not Permitted over Rimutaka 162 Auckland Cars, 1955 Incline 163 Seating in Suburban Cars 114 Cars Sold 164 Express Train Consists, Easter 115 Steam Heating) Holidays, 1970 116 Dunedin Suburban Cars 165 Christchurch – Dunedin – 117 Christchurch Expresses Invercargill Expresses 118 Pintsch Gas & Other Lighting 166 Rewanui Passenger Services 119 Car Lighting – Electric 167 Coal Gas Lighting 120 Not used 168 Cleaning of Cars 121 Passenger Car Stock Position 169 Suburban Trains 122 Wellington District Car Stock 170 Stations at Which Spare Cars are 123 Reseating of Cars Held 124 Christchurch District Services 171 Car Lavatories & Water Supply 125 Capacity of Wellington Suburban 172 South Island Car Stock Cars 173 North Island Car Stock 126 Reservation of Seats 174 Car Details, 1908 127 Blinds 175 Pintch's Gas – Instructions for Use, 128 Map Frames in Cars 1908 129 SKF Roller Bearing Bogies 176 Cost of Car Windows, 1908 130 Window Alterations 177 Car Orders from England, 1873 to 131 Door Alterations 1876 132 Postal Cars 179 Wanganui Cars 133 Lighting Equipment 180 Wellington Section Car Restrictions 134 Alterations to Brake Gear 181 Sale of Cars, 1984 135 Ventilators 182 Excursion & Other Trains 136 Lavatory Compartments 183 Kingston Flyer Train 137 Birdcage Cars 184 Luminious Paint for Car Interior 138 Ashtrays for Cars 1 Advertising in Cars

11/1907 Addington Workshops – Coloured views of New Zealand – Recommending pictures be of the same sized used in cars, viz 12 inches by 10 inches, and the following be supplied:

18 – 12 inches by 10 inches pictures and greatest length vertical. 14 – 12 inches by 10 inches pictures and greatest length horizontal.

24/1/1940 Approval for the removal of racks in cars for publicity folder and pamphlets to be removed in secondary cars only.

29/8/1961 Proposal to replace the standard 10 inch by 18 inch framed and glazed advertisements inn cars with the multiple unit type panel (in suburban cars only).

26/8/1980 No contracts are to be renewed, or new ones entered into, for advertising in multiple unit stock. The Department should not continue to advertise in newly overhauled units, and will not have advertising in the new Hungarian units. Such advertising does not in any way improve the general appearance of the interior, and in fact such notices tend to attract vandalism which then spreads to other fittings.

21/11/1984 In the past the Department has advertised its Railway travel services extensively on the inside of the old red Wellington suburban units.

For reason of décor and to gauge public re-action, it has not been done so on any scale with the new Ganz Mavag units. However, the Department did place panels experimentally in one unit (EM 1004 and ET 3004) and after a trial period with no adverse comment, now intends going ahead and developing a number of high standard panels advertising the Department's services. These will begin to appear in the new units over the next few months.

2 Allocation of Cars

On 19 September, 1902, arrangements were being made to transfer to Auckland two class A cars from Wellington and two from Lyttelton. The Wellington cars will be withdrawn from traffic and will be shipped on the 22nd instant. Those from Lyttelton have not yet been in service and will be shipped in about ten days.

On 14 April,1925, instructions were issued for the following cars are to be re-allocated from Wanganui to Wellington:

A 166, 301, 341, 346, 375, 404, 492, 532, 575, 826, 1113, 1127 B 321, 367, 418

In July, 1935, Westland (WL) became a separate allocation, previously coming under Christchurch. The following cars are now to have the “WL” allocation:

A 112, 117, 161, 209, 214, 238, 239, 256, 269, 270, 295, 416, 420, 525, 585, 586, 682, 696, 697, 789, 790, 859, 958, 959, 1051, 1052, 1153, 1154, 1187, 1188, 1346, 1347, 1513, 1517, 1519, 1550, 1635, 1638, 1820, and 1821.

In July, 1935, Ohakune ceased being a separate district. The cars will be reallocated as follows:

To Auckland A 26, 369, 468, 508, 509, 577, 747, 753, 756, 757, 786, 916, 917, 1042, 1476, 1477, 1817, 1818. 2 Allocation of Cars Continued)

To Wanganui A 556, 568, 594, 724, 742, 745, 746, 787, 810, 811, 815, 915, 927, 962, 1044, 1045, 1218, 1219, 1336, 1340. B 364.

On 25 June, 1926, nineteen cars of the Wellington District, had been re-allocated from the Middle District but were still under the control of the Stationmaster, Taumarunui. They are:

A 26, 369, 468, 508, 509, 577, 747, 753, 756, 757, 786, 914, 917, 961, 1042, 1476, 1477, 1817, 1818.

In March, 1951, instructions were given for the Auckland cars used at Ohakune to be used on local and light suburban trains at Auckland.

Cars Nos A 508, 509, 577, 747, 753, 754, 756, 757, 786, 916, 917, 961.

3 Alterations to Cars

22/11/1884 As to putting guard irons in gangways of 4-compartment cars.

5/3/1885 General Manager and Minister – Fitting up a bed for occasional use, in each of two cars, Hurunui Bluff Section, Ministers' desire.

21/11/1887 Postmaster General – Suggesting special mail vans be built exclusively for Post Office work.

19/1/1888 Napier – Requesting authority to convert two first class cars to composites.

2/8/1888 Conversion of 6-wheeled cars on the Wanganui Section into 4 compartment bogie.

5/3/1890 Agent General, London – Information re: Lurcrusta Walton for railway car decorative purposes.

13/3/1908 Fitting end doors of cars with springs.

31/3/1928 Alterations to car during year ending 31 March, 1928:

Petone 4 cars – remove 10 inch sets of Westinghouse brake gear and substitute 8 inch sets 1 car – alter sleeping car for use of HRH The Duke of York 2 cars – convert back to smoking 1 car – kitchen car altered back to first class 1 car – first class car altered back to second class 50 cars – extra truss rods 58 cars – standard door locks 1 car – double lavatory 9 cars – copper cars fitted with antique 4 cars – end cupboards to Ladies Cars 2 cars – spittoons removed

Hillside 1 car – altered for Farmers' Train 2 cars – converted after Royal Visit 10 cars – toplights made fixtures 3 Alterations to Cars (Continued)

4 cars – anti-rattlers fitted to windows 3 cars – standard ventilators fitted 21 cars – steam heat fitted 4 cars – flat “E” type axleboxes fitted 17 cars – spittoons removed 4 cars – bars fitted to lavatory windows

Newmarket 20 cars – fit fanlights and alter smoke excluders ? cars - fit Edwards anti -rattlers to sashes (no record kept of quantity) 2 cars - “Lincrista” ceiling replaced by box ply 19 cars – remove spittoons 1 car – fit lamp brackets on 20 second class cars 5 cars – fit 10 inch Westinghouse Brake cylinders on main line and main trunk cars 1 car – fit electric light to “Sentinel” rail car, and alterations

Addington 20 cars – alter ventilators 5 cars – tiles fitted to lavatories 6 cars – alter ceilings 31 cars – facings rounded at windows 12 cars – remove spittoons 16 cars – gutter moulding removed

24/8/1987 Instructions to Addington Workshops to refurbish three cars for the Greymouth service. To be fitted with carpets and curtains.

3/11/1987 The three refurbished cars for the Greymouth service will be passed out of Addington Workshops by 20/11/1987.

4 Cars for Accommodation Huts

10/5/1956 The District Engineer, Auckland, desires to utilise a number of old car bodies for a gang at Otahuhu. He is holding the following cars, formerly used on Wirth's Circus train, at his depot at Otahuhu in anticipation of authority to utilise them as accommodation huts:

A 286, 296, 492, 537, 552, 802, 803, 846.

In the meantime the Signals Section desires to utilise A 296 for approximately one month as a travelling hut to accommodate a gang where no hotel is available on the Main Trunk.

15/4/1956 Approval given for the above. A 296 will not be reclassified EA.

5 Car Bogies

1931 In 1931, instructions were issued to Otahuhu Workshops for the building of 44 SKF bogies for the 56 foot sleeping cars and the 50 foot first and second class Main Trunk cars.

29/7/1941 Instructions issued to Otahuhu Workshops to exchange bogies BP 4274 at present under seven cars with semi-wood underframes (List A) for bogies BP 2794 now under 47½ foot suburban cars with steel underframes (List B). 5 Car Bogies (Continued)

List A – A 546, 742, 743, 751, 842, 846, 914. List B – A 208, 307, 1189 to 1192, 1205.

19/5/1989 There are three distinct “batches” of BP x28020 bogies in service.

- 90 bought new for use under cars (1970 to 1974)

- 176 (plus spares) made in Japan by NSSK for first group of FM vans (1975)

- 100 (plus spares) made in Korea by Daewoo for the second group of FM vans (1981)

6 Christchurch – Lyttelton Trains

24/9/1903 The Lyttelton service is not equipped with the Westinghouse Brake.

2/5/1904 The Lyttelton service has now been fitted with the Westinghouse Brake.

9/1931 The following cars, low roof types, are no longer used on the Lyttelton service:

A 18, 62, 126, 147, 148, 186, 190, 202, 268

9/1941 The following cars are used on the Christchurch – Lyttelton workers' train:

First class, suburban A 1438, 1439 Second class suburban A 1436, 1437, 1440, 1441, 1442 Second class, bench seats A 37, 233, 254, 514, 698, 699, 701, 934

2/3/1951 The following cars (all gas lit) are used on the Christchurch – Lyttelton ferry trains:

39½' semi-birdcage cars A 114, 494 47½' end lavatory one compartment cars A 862, 896, 897, 945, 947

12/2/1973 The stock permanently allocated to the Christchurch – Lyttelton services consists of the following cars:

56'-0” second class, 52 seats A 1985, 1989, 1995, 2005 50'-0” second class, 34 seats A 1693

Each of the above vehicles is fitted with a “SKOPE” electric storage heater, but for reasons of safety, these heaters are at present disconnected pending completion of investigations into their replacement by alternative heaters.

All these cars are in urgent need of refurbishing and / or renovation. Four of the cars were shopped at Addington on 7 February. The work includes the removal of steam heating equipment. The fifth car (A 2005) is being dealt with at Christchurch Car and Wagon Depot, work commencing on 7 February (this car was in better condition than the rest).

8/2/2008 Passenger train using TranzAlpine cars (five cars, van, and locomotive) ran to Lyttelton for people from a cruise ship. Such trains oftenrun to meet cruise ships. 7 Circus Train Cars

8/8/1952 A 32 and 110 are to be used for Wirth's Circus.

15/8/1952 A 296 and 590 are to be released for Wirth's Circus.

1/10/1952 Instructions issued to Addington Workshops to fit bunks into A 32 and 110, and to restore cars at the conclusion of the Tour.

The existing longitudinal seating in the cars is to be increased six inches in width to form the bottom row of bunks. The net racks are to be removed and a top row of bunks similar to the bottom row are to be fitted in their place and resting on suitable upright supports. The general finish of the bunks is not required to be of first class workmanship and should be left as plain timber.

9/10/1952 A 296 and 590 are to be used for the circus train.

31/10/1952 Addington Workshops – A 32 and 110 have been completed.

31/10/1952 Instructions issued to East Town Workshops to fit bunks into A 296 and 590, and to restore cars at the conclusion of the Tour.

The existing longitudinal seating in the cars is to be increased six inches in width to form the bottom row of bunks. The net racks are to be removed and a top row of bunks similar to the bottom row are to be fitted in their place and resting on suitable upright supports. The general finish of the bunks is not required to be of first class workmanship and should be left as plain timber.

21/1/1953 East Town Workshops is to arrange to fit twelve bunks into the 18 foot 8 inch compartment of A 678 similar to those fitted previously to A 296 and 590. The 15 foot 5½ compartment of A 678 is to remain unaltered.

9/3/1953 Cars used for Wirth's Circus – A 296, 326. 537, 552, and 590.

24/3/1953 On completion of the South Island tour the two cars, A 32 and 110, were recommended for condemning and the only restoration charges involved were for removing the bunks. Wash basins, piping, etc, and linoleum fitted to A 473.

During the 1935 – 36 Tour, A 124 and 463 were fitted with bunks.

During the 1949 Tour, A 296 and 590 were fitted with bunks (on 31 October, 1949, both cars were standing in the Auckland yards).

31/8/1955 Wirth's Circus will arrive at Bluff on 28 November, 1955.

3/10/1955 Car A 31 has been written off and A 389 is not in suitable condition. A 681 and 701 are available at Addington Workshops.

4/10/1955 Wellington – A 296 should be suitable with renewal of 30% of the roof cover. A 492 and 552, at present at Hutt Workshops, require some light repairs but are not suitable as they have lavatories.

10/11/1955 Addington Workshops to fit bunks to A 681 and 701. 7 Circus Train Cars (Continued)

18/11/1955 Instructions given to Addington Workshops – A 586 and 696 are to be used on the Circus Train. To arrange to board up the compartment doors on each side of the lavatory and toilet of the two cars. This will prevent access from one compartment to the other through the centre portion of the car but under the circumstances, it is unavoidable.

25/11/1955 Addington – A 681 and 701 were passed into service on 24 November, 1955.

5/12/1955 Instructions to East Town Workshops:

Fit bunks to A 286 and 296, and A 549 is to be held in the event of a third bunk car is required. These cars at at Wellington at present. A 492, 537, 538, and 552 – compartment doors to lavatory, etc, to be boarded up, these cars are at Hutt Workshops at present.

A 575, 745, 802, 803, 846, 853, 893, and AA 1015 – five cars from this group to have the existing seats removed and longitudinal seats fitted.

9/12/1955 A third car is not required. A 549, which was allocated for this purpose, if necessary, may therefore be used as an ordinary longitudinally seated car for the present tour.

12/12/1955 Dunedin – At the request of the management of Wirth's Circus, the centre partitions in cars A 581, 670, 708, and 716 were boarded up to give privacy to married couples with families in these cars. A further dividing wall was fitted to A 681 (with bunks) to separate a certain section of the staff.

19/12/1955 Car used on Wirth's Circus train at East Town Workshops:

A 286, 296 fitted with bunks A 492, 537, 552, 823 longitudinal seats and boarded up lavatories A 757, 917, 802, 807, 846 longitudinal seats fitted

28/8/1957 Instructions to East Town Workshops to fit up the following cars for Bullen's Circus tour from November, 1957, to January, 1958:

A 556, 745, 787, 844, 986, 988, 989, 992, 993, and 997

16/10/1957 The following cars were passed out of Addington Workshops on 16 October, 1957:

A 685, 709 double tiers of bunks fitted A 692, 789, 817, 938, 762, 581, 833, 792 longitudinal seats fitted

18/10/1957 At the conclusion of the tour, the above cars will be reclassified EA and stored for use with future circus tours.

7/11/1957 The following cars have been altered at East Town Workshops:

A 556, 748 fitted with bunks A 787, 844, 984, 988, 989, 992, 993, 997 fitted with longitudinal seats and lavatories boarded up

A 986, being unsuitable, was replaced with A 984.

31/1/1958 A 984 was not used for the circus train and is still in Auckland. 7 Circus Train Cars (Continued)

At the conclusion of the tour, the above cars will be reclassified EA, Nos 3215 to 3224, and stored for use with future circus trains.

8 Condemned Cars

10/5/1929 Condemned cars are not suitable for retention for picnic traffic at holiday times.

Condemned cars are always old cars with weak underframes and would constitute an element of danger in ordinary traffic. At holiday times trains are heavy and conditions are unsuitable for taking precautions in the make-up of trains to ensure that old and weak vehicles are keep to the rear and away from heavy cars with modern steel underframes.

26/11/1930 The are twenty “birdcage” cars in the North Island and their general condition indicates they are reaching the stage when they will soon have to be scrapped. In fact, two of them, A 456 and A 155, are already on the condemned list.

16/3/1931 Condemned cars at Addington are burnt.

20/7/1953 Instructions issued to District Traffic Manager, Wellington, not to send any more cars for condemning to Otahuhu Workshops. If it is necessary to withdraw same from traffic, they could be sent to Hutt or East Town Workshops for condemning.

26/8/1957 Wellington – The following cars have been out of service for two or three years:

371, 372, 460, 502, 831, 850, 1013, 1018, 1020, 1026, 1030, 1063, 1065, 1146, 1203, 1216, 1232, 1237, 1256, 1260, 1337, 1341, 1390, 1496, 1672.

2/10/1957 The following cars are stored on the old main line at Silverstream:

A 966, 744, 539, 985, 845, 751, 538, 724, 553.

9/10/1957 The following cars are at present held at Wellington. It is proposed to condemn them and place them at Silverstream with the other cars to be burnt:

A 549, 1460, 33, 573, 26, 372, 1566. AA 1496

1/1972 A 1209, A 1452, and AA 1484 have been used in No 2 Car Yard, Auckland, as storage space for some time

5/9/1972 The following cars are to be stored at Hutt Workshops:

A 1158, 1310, 1318, 1562 AA 353, 1020, 1025, 1029, 1232, 1240, 1256, 1670, 1671, 1674, 1679, 1681.

3/9/1976 A 1209, A 1452, and AA 1484 have been used in No 2 Car Yard, Auckland, as storage space for some time and are in derelict condition.

9 Correspondence Registers – Information from

The Correspondence Registers of the Public Works and Working Railways Department are 9 Correspondence Registers – Information from (Continued)

Date Section Details 1874 Christchurch Assembled by J Brogden & Sons two first class and five second class cars (ex Metropolitan Carriage Coy). 20/2/1874 - Six cars forwarded by the Atrato and two bodies by the City of Agra. 3/1874 Christchurch Cartage of engine and cars, Ashburton to Temuka. 17/4/1874 Christchurch Cars to be erected at Rolleston. 29/4/1874 - Brogdens re: bringing car frame and wheels from Napier to Wellington. 5/1874 Napier Will forward composite car per Paterson. 8/5/1874 Auckland Completion of car building contract. 14/5/1874 Foxton Lamps for tramway car. 17/9/1874 Dunedin Five cars ex Peter Denney to be erected. 24/9/1874 Dunedin Moyse & Vale given contract to erect nine cars (five first class and four composite). 6/10/1874 Napier Report on cars received for the Napier line. 8/10/1874 Nelson Car delivered per Chile. 11/1874 Dunedin Moyse & Vale given contract to erect nine cars (five first class and four composite) completed.

19/1/1875 Wellington Composite cars to be re-varnished. 18/2/1875 Napier Wheels coming loose on axles. Had to stop brake van and composite car - being looked into. 1/4/1875 ? Second class car ex Hudson has been erected. 22/4/1875 Dunedin Authority requested to varnish cars (Dunedin & Clutha Railway). 10/5/1875 Invercargill Cars strengthened. 5/6/1875 Auckland Re: erection of cars transferred to Auckland. 16/6/1875 Wellington Requesting the two composite cars ex Hindostan be made up at once. 17/6/1875 Wellington Weakness of springs of second class car lately erected by Leech Brothers. 28/8/1875 Nelson Recommends erection of cars. 9/9/1875 Invercargill Cost of erecting cars, Winton and Moeraki Railway. 4/10/1875 New Plymouth Brogdens re running cars at New Plymouth. 22/10/1875 Invercargill Authority requested to varnish cars, etc. 11/1875 Wanganui Cars to be erected by day labour. 1/11/1875 Greymouth Authority requested to erect car. 8/12/1875 Nelson Re: fitting up and varnishing cars. 24/12/1875 Nelson Contract for repairing and re-varnishing cars.

24/1/1876 Wanganui Requesting authority for Logan to erect one first class car. 14/3/1876 Wellington Recommends Campbell's offer to erect two second class cars. 30/3/1876 Napier Authority requested for Mr Smith to erect two second class cars. 31/5/1876 Dunedin The General Manager, Otago Railways, instructed to stop the carriage of grain in first and second class cars, on the Moeraki Railway. 5/1876 Wellington Tenders called for the erection of one first class and one composite cars. 5/6/1876 Dunedin Forwarding description of colonial built cars. 13/7/1876 Wellington Recommending further repairs to first class car. 7/1876 Foxton Requesting authority to erect second class car. 25/7/1876 Foxton Frame of car ex Luna broken. 28/8/1876 Auckland Painting and repairing cars on the Kaipara Railway. 9/1876 Auckland Varnishing of cars just erected. 14/9/1876 Wellington Repairs to new first class car. 18/9/1876 Auckland Re: varnishing cars ex Aberdare. 2/101876 Dunedin The cost of erecting extra cars for use on the 9th November is to be paid by the Provincial Government. 9 Correspondence Registers – Information from (Continued)

Date Section Details 4/10/1876 Auckland Requesting approval to paint the 4-wheel first class Onehunga cars – to cost £10.0.0. 3/11/1876 Invercargill Final certificate forwarded for Brown & Francis' contract for erecting cars. 7/11/1876 Dunedin Sixteen cars being erected by day labour. 14/11/1876 Dunedin Cost of erecting sixteen cars by day labour. 18/12/1876 Auckland Letters and numbers for composite 4-wheeled cars.

16/1/1877 Napier EE 28 and 29 – two composite cars but must always run coupled together. 24/1/1877 Christchurch Contract let to W Hogg for the erection of six second class cars. 2/1877 Dunedin Authority requested to erect the car ex Otaki. 20/3/1877 Wellington Authority for splicing two cars for American bogie - £50. 4/1877 Dunedin Statement of cost for erecting seven composite and two first class cars. 4/1877 Christchurch Contract let to W Hogg for the erection of six second class cars. First payment 3/5/1877 Dunedin Copy of voucher for construction of cars by Hislop & Coy. 4/1877 Christchurch Contract let to W Hogg for the erection of six second class cars. Second payment 14/6/1877 New Plymouth Numbers wanted for new cars and wagons. 13/8/1877 New Plymouth Deficiencies in four second class cars. 5/9/1877 Auckland Asking for authority to varnish cars, cost £37.10.0. 8/11/1877 New Plymouth State of the four second class cars in hands of Construction. 21/11/1877 Picton Reporting having erected two 4-wheeled cars at £6 each.

17/4/1878 Wellington Reporting arrival of train one hour late owing to a Grover's car leaving rails. 21/8/1878 Auckland Delay in fitting up smoking cars. 25/8/1878 Auckland Recommending alterations to the 4-wheel composite cars “Grover's Patent”. 13/9/1878 Christchurch Requesting authority £800 to be expended in converting eight cars to American bogie principle. 31/10/1878 Wanganui Requesting authority to convert two second class cars to first class,cost £80. 26/11/1878 Auckland Re: procuring drawing for altering 6-wheel cars into saloon cars, from Christchurch.

16/1/1879 Auckland Reporting cars off line at Mercer station. 17/1/1879 Auckland Requesting authority £330 for converting Grovers cars into single ones. 2/1879 Wanganui J Andersen has altered two second class cars to first class. 3/4/1879 Christchurch £800 converting to American principle eight 6-wheel cars. 17/5/1879 Auckland Re: charge for freight of car and van to New Plymouth. 6/1879 Christchurch Second class car altered to fist class. 7/1879 Christchurch The Rakaia & Ashburton Forks Railway Coy cars are to be erected in Government workshops. 21/8/1879 Wanganui Re: conversion of grovers cars into ordinary 4-wheel ones. 22/8/1879 - The General Manager of the Rakaia & Ashburton Forks Railway Coy asked for a copy of the drawing of the original American bogie. 9/1879 New Plymouth 4-wheel first class car and brake van received from Auckland. Numbers wanted. 29/9/1879 Wanganui Suggesting that four complete (American) bogies be sent from Christchurch and fitted at Wanganui for £20 or £25 per car. 3/10/1879 New Plymouth Car and locomotive derailed in New Plymouth yard. 11/10/1879 Auckland Re: one first, ten composite, and 19 second class cars for Auckland railways. 16/10/1879 Napier(?) Re: alteration to 6-wheel cars. 9 Correspondence Registers – Information from (Continued)

Date Section Details 21/3/1880 Wellington Trial of Smith's patent car lamps. 29/6/1880 Auckland Cars derailed at Newmarket.

2/1881 Dunedin Car belonging to the Government is now in use by the Kaitangata Coy. 4/1881 Auckland Authority requested to erect cars in store. 8/1881 Wellington Authority requested to alter the brake gear of eleven cars. 3/8/1881 Wellington Alterations to be made in Clemminsons car doors and windows. 12/8/1881 Napier Requesting authority to erect first class car as composite.

13/4/1882 Auckland Requesting authority for car for Whangarei.

2/1884 Auckland Ten cars to be erected.

3/1885 - Two cars have been fitted up with a bed for the Minister's use on the Hurunui – Bluff Section. 4/1885 - Purchase of two or three Thames Valley & Rotorua Railway Coy cars for Napier Section. 8/1885 Dunedin Express train – proposed conversion of second class compartment of mail van to Ladies car (B 51). 10/1885 Auckland Cars sent from Auckland to Napier. 11/1885 Wanganui Wanganui Heads Railway Coy wants to purchase cars.

5/1886 Wellington Proposing to fit up two cars for ladies only. 10/1886 Napier Authority requested to erect five bogie cars.

9/1887 Auckland Four class C cars into composites(?).

1/1888 Napier Requesting authority for two first class cars to composites.

23/11/1890 Wellington The Governor has written suggesting that new composite car be retained for his own use on the Wellington Section.

6/5/1891 Dunedin The elevated roof car running on the Otago Central Railway is dangerous in tunnels. 13/8/1891 - A & T Burt's tender to supply American car lamps accepted.

10 Couplings

5/1/1927 Bradford Kendale Limited, Australia, are to start producing the “Alliance” Automatic Couplers under license from the American Steel Foundries of Chicago, Illinois, United States of America.

3/9/1940 Dunedin – owing to the handbrake wheels of 47½ foot standard cars and vans with platform handbrakes fouling the covered gangways of the new 56 foot day cars and semi-sleeping cars, these vehicles must not run together.

Vans with the platform brake altered to a sloping position, however, may run next to 56 foot cars. If a van with altered handbrake is not available, the van must be run with handbrake trailing.

The special short gangways, also the short telescopic handrails, must be used between the new cars and any other type of car running attached to them. 10 Couplings (Continued)

The adaptor hook is to be used between the combined day – sleeping cars and any other vehicle attached to them.

11 Covered Gangways

30/12/1912 For some weeks past the vestibuled train has run from Wellington to Auckland with the first class cars in front in order to avoid remarshalling the cars.

8/1925 Introduced in 1911, the covered gangways provided a certain amount of protection for passengers proceeding to the dining car. Originally intended for North island express train cars, but later extended to other main trunk cars. It was proposed to remove the gangways in August 1925.

24/1/1929 The old type of covered gangway was known as the spring lever loaded type, that is, it was necessary for shunters to go between the cars and connect same together. Also it was necessary to use the link coupling for coupling these cars (a very awkward procedure).

The type of covered gangway now being fitted is known as the piston control type, now fitted by most railway companies. This type of gangway automatically couples and it is unnecessary for shunters to go between cars to connect gangways together.

6/4/1934 Several years ago flexible covered gangways were in use in conjunction with the ordinary hook coupling, but owing to an unfortunate accident whereby an employee was killed whilst coupling a car so fitted, these gangways were removed.

12 Cushion Seats in Second Class

18/10/1899 New Zealand Midland Railway stock is not to be fitted with cushions until all the Department's stock is complete.

17/10/1900 Up to period ending 30 October, 1900, 44class A and 6 class B cars had been fitted with cushions in second class.

27/10/1904 The cars used on the Toko Branch are a class D first, and a class C second, each half smoker. Arrangements will be made to get the C cushioned after 9 November.

21/9/1906 There are 304 class A and 30 class B cars on the Hurunui – Bluff Section with second class compartments, and of these 269 A and 16 B have been fitted with cushion seats.

8/3/1907 There is only one un-cushioned car in the Wanganui District – A 348. There is also a B car without cushions, otherwise all A, B, and C cars on the Wellington – Napier – New Plymouth Section have cushions.

19/3/1908 The Locomotive Superintendent issued instructions that C and D cars were not to be fitted with cushions in second class.

13 Door Handles

28/6/1949 Instructions issued to fit elliptical door handles to 50 foot and 56 foot steel cars, that have or will have covered gangways fitted. 13 Door Handles (Continued)

It is reported passengers are experiencing some difficulty in turning the existing smooth round handles on car doors.

For other types of car stock the existing round handles are to be knurled on the hand grip portion.

14 Emergency Braking

5/1926 It has been decided to install emergency Westinghouse brake valves in cars. These valves are to be placed in a glas fronted case.

Approval for 228 North Island and 86 South Island cars to be fitted with emergency brake valves.

21/10/1926 Emergency brake valve tested on car AA 1069.

Train consisted of WW 131, sixteen cars and one brake van. First test was carried out at Silverstream, the second test at Trentham, and the third test at Wallaceville.

6/6/1928 Approval for fitting emergency brake valves in 177 additional cars in the North Island and 111 additional cars in the South Island, making at total of 405 cars in the North Island and 197 in the South Island to be fitted.

9/7/1928 It was decided in May, 1926, to equip cars running on express and mail trains with emergency brake valves. The work is being done as pass through the workshops for overhaul.

Total number of cars to be fitted: North Island 405 South Island 197

Number of cars that have been fitted up to the present date: North Island 122 South Island 113

10/1930 The glass covering dispensed with and valves left unprotected for a trial.

1936 An improved type of valve permitted the brake valve then in use to be pulled down for the purpose of applying the brake, the use of a guard's key was necessary before the handle ccould be returned to its normal position.

This arrangement enables the guard to readily detect the car in which the brake had been operated.

5/1938 The emergency brake valves with a cellophane covering brought into use.

27/5/1937 Communication cords for emergency braking are fitted to some cars, the cord being run through a tube and only exposed at each end of the car. Some sleeping cars are similarly equipped. Because the cords have been pulled accidentally by passengers when handling luggage into the racks, and also on account of the somewhat complicated emergency valve needed for communication cords, this system has not been continued. 15 First Class, Abolition of

1/2/1939 Wellington – From this date there will be no first class accommodation on suburban trains (they will become second class only).

1/11/1938 Auckland - From this date there will be no first class accommodation on suburban trains (they will become second class only).

1/11/1943 Christchurch - From this date there will be no first class accommodation on suburban trains (they will become second class only), except the passenger trains running to or from the Lyttelton Ferry Wharf.

16 Car Floors

15/12/1892 Store Manager – Requires linoleum for saloon carriages.

11/3/1899 Use of mats on Government cars to be discontinued.

21/8/1900 Foot mats for carriages on the Auckland Section.

31/7/1901 Wellington - The first class cars on the 5.20 train have linoleum on the floors and these are rubbed over with a damp mop.

The second class cars have a wood floor.

14/4/1913 Coir mats are gradually being disused in first class cars.

1938 In 1930 instructions were given to Otahuhu, Addington, and Invercargill Workshops that all spittoons were to be removed from second class cars that are regularly used on express train service. Linoleum was to be provided on floors. In 1938 this instruction was extended to suburban and branch line cars.

7/5/1940 Instructions issued to Addington and Otahuhu to fit protective sheathing to the counter of all cars and vans not fitted with protective sheathing. 82 cars and 86 vans need sheathing fitted. Any stock with roller bearings and clasp brakes must have the protective sheathing extended to six feet each side of the centre line of the bogie.

13/7/1971 Prior to 1951, recessed mats were fitted to express trains and it was found after a short time in service, the Leatherfold and rubber link mats became unhygenic.

In addition to this, the danger was always present of the mat edges curling up and tripping the passengers, and in view of these unsatisfactory features, authority was given to have them removed and the recess filled.

17 Chalk Marks on Cars

13/3/1946 Chalk marks severely damage the paintwork on the outside of cars. Although the chalk, etc, may be easily washed off, the abrasive action of the chalk leaves a series of scratches in the paintwork which is impossible to erase. In some cases it has been necessary to send cars to the workshops to have their exteriors painted. Not only does chalking spoil the appearance of cars, but also additional work is involved them to their original finish. 18 Four Compartment Cars

10/10/1914 Four compartment cars were designed some years ago, in order to provide on the less important trains all classes of accommodation in one vehicle. The seats run longitudinally, and the seating accommodation is as follows:

8 first class ordinary 8 first class smoking 12 second class smoking 12 second class ordinary

The cars are narrow and not suitable for fitting with chair seats, but if this were possible it would reduce the seating accommodation by 25%.

With few exceptions there are no lavatories in these cars. To place a lavatory blocking one side of the central gangway has been found a bad arrangement. The first class compartments cannot be made smaller and the room in the second class cannot be spared.

This type of car is only suitable for slow stopping trains, where the business is very light. There are very few trains on which accommodation for 24 second class passengers is sufficient, and when more than one car is required more suitable cars can be used.

7/10/1921 A four-compartment cars runs between Wanagnui and Marton return.

19 Gangways

22/11/1900 Gangways between cars and vans on trains.

23/11/1900 Dunedin – The introduction of gangways between cars, although a convenience to passengers, has introduced a new element of danger to guards in passing from brake vans to cars.

When a car with a gangway is placed next to the end of a brake van without a platform, the gangway requires to be raised, and therefore forms a barrier between the van and car, making it very difficult and dangerous for the guard to pass from the van to the car. Meantime, guards have been instructed in such cases to take off the gangway and carry it in the van.

[On 4 February, 1902, instructions issued for the non-platform end of brake vans to be altered to allow the use of gangways.]

18/1/1901 Provision of gangways between platforms of cars.

8/11/1909 Gangways for the use of passengers passing from car to car have been in use on cars attached to express and mail trains and the more important passenger trains for about twelve years.

20 Gates on Platforms

On 20 February, 1905, arrangements had been made and instructions issued, for the expeditious fitting of all cars with platform safety gates and closer fences. A car was equipped with a trial set, and some slight modifications were then made with the view to the adoption of a standard.

On 24 November, 1905, the following cars had been fitted with platform gates up to the November period: 20 Gates on Platforms (Continued)

Auckland Section 60 cars Wellington – Napier – new Plymouth Section 41 cars Hurunui – Bluff Section 64 cars

The work is being pushed on as fast as cars are sent into the workshops.

Special instructions were issued to equip all mail and express trains first was practically completed by the above date.

It was decided on 8 February, 1910, that C and D class cars were not to be fitted with platform gates. On the 23rd of that month instructions were given for the cars on the Picton and Nelson Sections to be fitted.

By 9 January, 1911, the situation of fitting gates to A and B class cars was as follows:

Auckland District all completed (all completed by 8/2/1910) Wellington – Napier – New Plymouth all completed (all completed by 8/2/1910) South Island Main Lines & Branches 67% done (249 A cars fitted by 8/2/1910)

Cars were fitted as they passed through workshops.

By 11 October, 1911, all principal main line cars had been fitted with platform side gates and central gangways. It had been suggested to fit side gates to all older and smaller cars on all sections. These were being fitted to older cars at this date. The following month, on the 7th instructions were given to fit all cars with standard handrails, gates, and gangways and for the work to be completed by 31 December, 1912.

A memo dated 27 September, 1924, stated that when existing car gates were fitted with the extended tops about eight years before, the vertical handle projecting through the original top bar of the gate was cut off to prevent passengers getting their fingers nipped.

The construction of the old gate was such that when the extended top was added the vertical handle could nit be left on with safety to the travelling public but its removal did not detract from the usefulness and convenience of the latch to any extent worth mentioning.

21 Gisborne Section Cars

3/2/1914 Gisborne Section – The fitting of engines and rolling stock with the Westinghouse Brake is now completed. It is proposed to bring it into operation as from 9/2/1914.

20/3/1914 Two class A cars were shipped from Napier to Gisborne per Te Aroha on 20 March, 1914.

5/5/1915 The car stock on the Gisborne Section consists of: 4 class A cars 8 class C cars

Five cars (four class A and one class C) are in daily use and three or four additional C cars are used on Saturdays.

All passenger cars are lighted by acetylene and are in good condition.

5/2/1916 One car was shipped from Napier to Gisborne per Echo on 5 February, 1916. 21 Gisborne Section Cars (Continued)

30/7/1919 The present car stock at Gisborne consists of:

2 47½ft composite cars, with lavatory, chair seated 2 44ft composite cars, with lavatory, Addington chair seats in first class 1 4-compartment car 8 Class C cars

22/9/1921 The practice is to run two A class composite cars between Puha and Motuhora except when the passenger traffic is unusually light in which case only one car (non-smoking) is sent through.

27/6/1922 There are eight C cars and five A cars on the Gisborne Section. The C cars are used to strengthen the trains for passenger traffic between Gisborne and Puha, on Wednesdays, Saturdays, and holidays.

12/11/1926 The passenger traffic between Puha and Motuhora is light and does not warrant the running of two cars.

Car A 320 (the only four compartment car at Gisborne), without lavatory, is run between Puha and Motuhora on the Monday, Wednesday, and Friday trains and this car is capable of handling the traffic at normal times.

The difficulty is that first and second class, also smokers and non-smokers, have to be catered for between Puha and Motuhora on the other trains. It is suggested two other cars be converted to four compartment cars whilst the Hillside carpenters are at Gisborne.

8/11/1941 Gisborne – Two of the older type cars are on hire to the Public Works Department.

22 Gore to Kingston Trains

3/7/1924 The following cars and vans are used on the Gore – Kingston service:

Cars and vans at present in use A 130, 421, 774, 840, 883 F 25, 263

Extra cars required for strengthening and relief purposes:

A 794, 799, 948, 1009

30/7/1924 It will be necessary to steam heat locomotives K 92, 94, and 97 for the Gore to Kingston service.

1/10/1924 When choosing cars to be steam heated in connection with the Gore – Kingston run, the policy of standardising cars should be followed as usual.

There are two saloon cars to be done and it is suggested A 528 and 412 be chosen. These are both 41 foot saloon cars of identical pattern and are the only two of this type in the South Island, so it would be convenient to have them both on this service. This means exchanging car A 528, Christchurch, with car A 130, Invercargill, and will offer obvious advantages if seat reserving is introduced on the Gore – Kingston line.

There are still seven cars of modern type still without steam heat, Nos A 174, 1371, 1375, and 1376 in Christchurch, and A 1372 to 1374 in Dunedin. The first is a second class and all the 22 Gore to Kingston Trains (Continued)

others are composite cars but they all have longitudinal seats in the second class portion. It is recommended these seven cars be steam heated and fitted with second class chairs.

23/3/1925 On 13 November last the steam heating of the cars used on trains Nos 580 and 579, Gore to Kingston, was approved and in connection therewith instructions were issued to arrange for the exchange of the following cars:

A 528 Christchurch exchanged with A 130 Invercargill A 946 Dunedin exchanged with A 948 Invercargill A 947 Dunedin exchanged with A 1009 Invercargill A 837 Dunedin exchanged with A 839 Invercargill A 874 Christchurch exchanged with A 794 Invercargill A 720 Dunedin exchanged with A 840 Invercargill A 721 Dunedin exchanged with A 841 Invercargill A 1140 Dunedin exchanged with A 773 Invercargill A 1006 Dunedin exchanged with A 774 Invercargill

The District Traffic Manager, Invercargill, now reports that several of the cars which it is proposed to exchange are not suitable for the services on Nos 580 and 579, Kingston – Gore trains, cars Nos 720, 721, 837, 947, and 1006.

4/5/1925 A 949 (non-smoker) has been re-allocated to Invercargill (Gore to Kingston service), and A 947 (smoker) re-allocated from Invercargill to Dunedin.

12/5/1925 A 720 and 721 are to be converted from smokers to non-smokers. These two cars are used on the Gore – Kingston service.

7/7/1925 Steam heating of cars on the Gore – Kingston passenger trains was brought into operation on the 3rd instant.

23 Cars Used as Vans

12/1/1911 Dunedin – There are six suburban trains made up as below

Brake vehicles on Dunedin – Port Chalmers trains:

- one brake car and guard's vandalised - one second class car with brackets and guard's van

Brake vehicles on Dunedin – Mosgiel trains:

- one second class car with brackets and guard's van - one brake car and guard's van - one second class car with brackets and guard's van - one four-compartment car with brackets and guard's van

17/1/1911 Some of the suburban trains require brake vans for the carriage of milk and fruit.

20/1/1911 Dunedin – The two cars referred to as brake cars have compartments for guards, and will continue to be used on suburban trains. 23 Cars Used as Vans (Continued)

On the six suburban train services there are twelve vehicles used for vans, namely six brake vans, two brake cars, and four cars with brackets. This number will continue to be used except the brake vans will be replaced by the proposed new car with guard's compartment.

12/4/1911 The provision of guard's compartments in certain suburban cars having been completed, the unnecessary running of brake vans on suburban trains should now be discontinued, if not already done.

3/8/1956 At one time there was approximately six old A cars in use on the Christchurch – Lyttelton goods service as vans, but these were condemned and withdrawn from service.

24 Gutters on Cars

13/2/1959 Gutters over doorways are already provided on railcars and multiple unit coaches where the doors were flush with the body sides. They are not provided on passenger cars where doors are recessed. Water dripping from the edges of the roof could be annoying to passengers and arrangements are being made for gutters to be fitted to express service and sleeping cars.

No action is being taken in regard to suburban car stock. These cars are of older types and therefore have a limited service life.

25 Handrails

29/10/1909 Blueprint No 4941 is being sent to Locomotive Engineer, Petone, showing additional handrails for car gangways. He has been instructed to select two cars which usually run coupled on North Island Main Trunk overland express, and equip one end of each car to BP 4941, the ends of which are next to each other. One car should be the dining car and the other a first class car.

The cars are to be forwarded to Thorndon or Lambton station for inspection by the Chief Mechanical Engineer.

17/2/1910 Instructions were given on 17 February, 1910, to have a car fitted with two handrails instead of three.

A further instruction was issued on 14 December, 1910, for the work of fitting additional handrails to be immediately pushed through and completed as quickly as possible. It was to take precedence of all other car work. To be done at Addington, Newmarket, and Petone Workshops.

An additional, or intermediate, handrail (telescopic) was to be fitted to all cars . There was, therefore, to be two handrails on each side of the gangway.

Progress of the work was as follows:

28 January, 1911 Auckland 62 cars Wellington – Napier – New Plymouth 29 cars South Island Main Lines & Branches 29 cars

4 March, 1911 North Island Main Lines & Branches 386 cars South Island Main Lines & Branches 253 cars 25 Handrails (Continued)

31 March, 1911 North Island Main Lines & Branches 481 cars South Island Main Lines & Branches 392 cars

9/4/1957 The question of continuing the practice of chromium plating the handrails on steel panelled cars was raised some years ago as it was found that after a period in service, the plating tended to crack and peel. This gave the handrails a dilapidated appearance and also created a small hazard in that the sharp edges of the plating, where peeled, had a cutting effect on passengers hands and gloves.

Apparently, it was then decided to paint the handrails instead of chromium plating as the rails could then be touched up at the depots as required. The practice for some time at Otahuhu has been to paint the handrails aluminium, and in the in the South island black

Instructions now given to East Town, Hutt, Addington, and Hillside to paint the handrails aluminium on steel panelled cars.

16/7/1957 Handrail Black Paint (Glossy Black) – Used for the painting of locomotives, and underframes and handrails of cars.

26 Heating of AF Cars

31/3/1948 Class AF car-vans in the North Island are heated as follows:

Auckland District

Stove AF 281, 805, 808, 812, 813, 843, 981, 1032, 1040. Steam heating AF 820, 821, 827 Piped AF 968 No heating AF 284, 298, 842, 854 to 856, 970 to 975, 1033, 1036, 1037, 1047, 1182.

Wanganui District

Stove AF 804, 810, 811, 815, 969, 978, 1046. Steam heating AF 738, 822, 826.

Wellington District

Stove AF 977, 980, 1207. Steam heating AF 888 to 891, 994. No heating AF 374, 382, 554, 555, 728, 857, 858, 941.

27 Hire of Cars

7/12/1880 Dunedin – Recommends Proudfoot's application for loan of 4 carriages for use on Dunedin Tramways be granted.

2/9/1881 Locomotive Superintendent, Addington – Reports cars lent to Mr Proudfoot have been returned in bad condition. 27 Hire of Cars (Continued)

21/8/1888 Wanganui – As to reducing charge for carriage used by the Manawatu County Council on Sandon Tramway.

13/7/1911 A second class A car was sent to Te Wera today. The Public Works Department is to use this car for the conveyance of passengers from Te Wera to the foot of the Whangamomoana Saddle.

7/10/1943 Hire of car A 1541 to the Public Works Department for use on the Inangahua – Westport railway.

29/5/1946 Car A 232 was hired to the Public Works Department from 3/12/1940 to 30/4/1946 for use on the South Islnd Main Trunk Railway. The car has been handed over to the Department and has been conveyed to Christchurch.

28 Hospital Cars

10/2/1916 Proposal to fit cots to dispensary car A 1098, but the Medical Branch of the Army objects to this. (Cots to be permanently fitted up in the seated position.)

18/8/1917 Hospital cars had two berths altered to allow of stretchers being carried out. This alteration is to enable spinal cases to be carried in and out of car on air bed.

The entrances to small to admit cots, conveying sick cases, into the car. Large side doors have been fitted.

27/7/1918 One hospital car is located at Christchurch and one at Dunedin.

4/8/1918 It is suggested both South Island cars be held at Christchurch. This brings comments that one should be held in Dunedin, because of the time it will take to get a car to Dunedin in case of an emergency.

7/9/1918 A hospital car will hold 24 patients. The charge made by the Railway Department is 12 first class single fares, no matter how many patients are carried.

2/1919 It is advised the Hospital Ship “Maheno” is on her final voyage with New Zealand invalids, and it is the last hospital ship to carry New Zealand troops to the Dominion, so no doubt no further difficulty in regard to the hospital cars may be anticipated.

23/1/1920 Railway Department advises the Defence Department the hospital cars have not been used for some time.

29/1/1920 It is considered necessary for some time to come that one hospital car should be available in each Island. These cars will not be used frequently, but will be required for transporting advance TB, paralysed, and other cases. One of the cars in each Island may therefore be dispensed with, the type to be retained being that having accommodation for sitting as well as lying cases.

15/4/1920 In connection with the forthcoming visit of HRH the Prince of Wales, it will be necessary to withdraw the hospital cars. They will not be available during the time His Royal Highness is travelling through the Dominion. 28 Hospital Cars (Continued)

24/2/1922 Railway Department records show the car in the South Island has only been used on two occasions during the last twelve months. In the North Island, the Hospital car has, during the same period, been used once between Otaki and Wellington, once Waipukurau to Frankton Junction, and once Cambridge to Waipukurau.

28/2/1922 It is not anticipated it will be necessary to move cot cases in any number in the future, although it will undoubtedly occasionally be necessary to move individual patients. In these latter cases, however, the patient can be suitably transported by being suspended in the guard's van. In fact, this method of transport is quite as safe and comfortable as transport in an ambulance car.

If, therefore, the Army Department can rely on the transport of these individual patients by this method there will be no necessity to retain the ambulance cars.

20/3/1922 Railway Department confirms there will be no difficulty in supplying a guard's van containing a suspended stretcher for the conveyance of individual patients.

29 Identity Discs

20/4/1955 Instructions issued to Otahuhu and Addington Workshops to fit one identity disc to all cars and car-vans. The disc is to be located at the handbrake end, opposite the handbrake and positioned three inches up from the bottom of the outer solebar approximately six inches back from the headstock.

This alteration is to enable the identification of the above stock in the event of a derailment, etc.

30 Janney Yoke Drawgear

4/4/1946 The following cars are fitted with Janney Yoke drawgear:

North Island A 33, 223, 310, 425, 465, 500, 1156, 1191, 1223, 1225, 1278, 1281, 1283, 1290, 1304, 1307, 1318, 1335, 1342, 1348, 1351, 1356, 1386, 1448, 1450, 1455, 1473, 1483, 1509, 1556, 1558, 1559, 1564 to 1567, 1570, 1571, 1574, 1582, 1607.

AA 353, 502, 1012 to 1014, 1018, 1019, 1053, 1059, 1060, 1063, 1067, 1132, 1234, 1237 to 1240, 1263, 1266 to 1269, 1272, 1478 to 1480, 1485, 1505, 1600, 1605, 1619, 1676, 1682.

AF 978, 980.

South Island A 115, 184, 939, 950, 957, 1006, 1058, 1141, 1273, 1292, 1296, 1299, 1346, 1369, 1371, 1391, 1400, 1403, 1428, 1431, 1467, 1527, 1545, 1627.

AF 1171, 1173, 1174. 31 Car Lavatories

5/7/1899 Birmingham WC for use in lavatories on cars.

16/7/1929 All existing cars have water tanks in the roofs. New cars are being fitted with silent flush and water carried in two tanks on the underframe. Water raising equipment is necessary. It is proposed to fit the silent flush and underframe water tanks to cars as they pass through workshops for overhaul. This will be done as part of the reseating programme.

Recently an inspection of cars was made, as follows:

North Island 220 cars with old standard cisterns North Island 194 cars with new standard cisterns

South Island 147 cars with old standard cisterns South Island 41 cars with new standard cisterns

The South Island cars are listed below:

Christchurch District

Old standard A 9, 115, 149, 174, 176, 184, 198, 205, 257, 416, 423, 586, 595, 602, 605, 623, 625, 648, 649, 660, 665, 702, 721, 760, 761, 775 to 777, 784, 785, 794, 798, 832, 860 to 863, 870, 873, 897, 929, 936, 1177, 1244, 1245, 1248, 1251, 1253, 1292, 1293, 1347, 1382, 1396, 1397, 1423, 1463, 1464, 1543.

New standard A 142, 1250, 1301, 1510 to 1517, 1519, 1524, 1525, 1534, 1535, 1537, 1544, 1545, 1549 to 1552.

Dunedin District

Old standard A 15, 22, 23, 65, 76, 114, 157, 159, 191, 192, 195, 204, 228, 230, 235 to 237, 251, 260, 263,266, 268, 390, 597 to 599, 604, 616, 617, 619 to 621, 626 to 631, 644, 646, 722, 766 to 768, 771, 772, 797, 834 to 836, 838, 840, 841, 872, 945, 947, 1009, 1058, 1170 to 1172, 1175, 1176, 1249, 1252, 1372, 1375, 1378 to 1380, 1391, 1392, 1395, 1399, 1400, 1404, 1405, 1425, 1426, 1428, 1431, 1432, 1434, 1465, 1467, 1469, 1471.

B 103

New standard A 462, 692, 694, 1518, 1527, 1529 to 1531, 1541, 1542, 1547, 1548, 1553, 1633, 1636, 1638, 1640, 1642.

Invercargill District

Old standard A 163, 179, 194, 227, 258, 259, 264, 388, 421, 464, 485, 528, 587, 588, 596, 600, 601, 618, 632, 633, 703 to 705, 720, 783, 799, 837, 874, 878, 894, 895, 931, 932, 939, 946, 949, 1007, 1008, 1141, 1142, 1174, 1180, 1230, 1231, 1241 to 1243, 1254, 1255, 1294 to 1300, 1369, 1371, 1375 to 1377, 1394, 1401, 1402, 1427, 1429.

New standard A25, 1000, 1001, 1532, 1538 to 1540.

15/4/1988 The Auckland excursion cars all have lavatories. 32 Car Lighting - Electric

6/1906 Instructions given in June, 1906, for the colza lamps in the Gisborne Section cars to be replaced with kerosene lamps (the two C cars on transfer to Gisborne have kerosene lamps). Kerosene was also to replace colza oil on the Greymouth cars.

5/1907 The Newmarket Workshops, in May, 1907, were manufacturing fittings for the fitting of kerosene lighting to the Whangarei Section cars.

2/1908 In February, 1908, one car on the Greymouth Section was fitted with the Thomas system of lighting (acetylene), and in April, 1910, ten cars.

The Wellington & Manawatu Railway Company cars are fitted with kerosene lamps, also with electric light fittings.

3/3/1909 Only three Vice Regal cars have been fitted with electric lighting.

20/7/1915 The car fitted with Vickers electric plant has been running four months. Up to period ending 29 May, 1915, this car had run 33,000 miles and the only repairs necessary was the provision of a new belt for the dynamo. The “Vickers” equipment is not so heavy as the “Stones”, the first cost is less, while the maintenance charges are slightly lower.

9/1915 As at September, 1915, of the ten sleeping cars, two had electric lighting and the other eight gas lighting. Three sleeping cars being built were to be fitted with electric lighting, the five sleeping cars currently with gas lighting to be fitted with Vickers electric lighting.

10/9/1916 Approval given for the gas equipment on sleeping cars to be removed and used on day cars (owing to the shortage of gas material) and electric lighting apparatus be installed in the former.

The Department can get five sets of Vickers Single Battery system the same as in AA 1065 within a fortnight provided the order is placed at once.

There are ten sleeping cars, two of which are already equipped with electric light, and if five more are fitted only three will remain to be done later.

The cars are now waiting for gas material and no material is advised as having been shipped.

1917 In 1917, the following cars were fitted with electric lighting:

Addington 1906 Governor's Car Stones electric lighting

Petone by 9/1916 3 sleeping cars Stones electric lighting Petone 9/1915 ? sleeping cars Vickers electric lighting Petone 5/1916 3 sleeping cars Vickers electric lighting.

About 1924, 1,350 car and 370 van sets of electric lighting equipment were ordered from J Stone & Company, London, England. North Island cars were to be fitted at Newmarket and Petone Workshops. In March, 1928, it was decided to fit electric lighting only to vehicles of standard design and with suitable underframes (all steel) to take the full equipment. This was approximately 700 cars.

14/4/1919 AA 1059 is fitted with Edison Storage Batteries.

27/3/1931 The number of cars fitted with electric lighting on 27 March, 1931, was as follows: 32 Car Lighting – Electric (Continued)

North Island 277 cars South Island 188 cars

Instructions were issued in 1941 for the cars of the Westport Section to be fitted with gas lighting when that Section became part of the South Island main Lines & Branches; cars Nos A 383, 736, 737, 825, 964, 1183, and 1184.

Early in 1930 approval was given to change car lighting from pintsch gas to coal gas, the latter to be supplied by local gas companies. The changes was approved because of the substantial savings in operating costs expected. At the time pintsch gas was manufactured by the Department from a high grade kerosene oil imported from the United States of America.

By December, 1930, except in the case of New Plymouth and Taumarunui, all necessary installations for the use of coal gas had been completed. All pintsch gas works were closed down and coal gas brought into general use. The installations at New Plymouth and Taumarunui were expected to be completed at an early date.

26/4/1924 The following cars, used on the Christchurch – Greymouth expresses, should be fitted with electric lighting:

Westland A 1510, 1512 to 1514, 1516, 1517. Christchurch A 1511, 1515, 1518 to 1526.

28/8/1924 Electric lighting is to be fitted at Newmarket, Petone, Addington, and Hillside Workshops.

10/9/1924 The Stone's system of electric lighting has now been adopted. Each car will generate its own supply of electricity, a dynamo being fixed on the underframe of the car and driven from one of the axles. Small accumulators will also be installed. In addition to the interior lighting of the cars, there will also be lights on the platforms.

27/5/1931 Electric lighting has been fitted to 277 North Island and 188 South Island cars.

32A Pintsch Gas & Other Lighting

23/5/1878 Timaru - Lighting in carriages commented on.

3/5/1894 Wanganui – The colza lamps in cars of Mail trains go out before reaching New Plymouth. In the summer there is no difficulty but in winter the lamps would not burn from Kai Iwi to New Plymouth without retrimming.

8/7/1895 Cars with the low roof are lighted by the old type colza lamps. Some of these have recently been very much improved by converting to “Defries” pattern. However it does not matter how good this type of lamp is if it is not properly and carefully trimmed, and good oil used.

Cars with elevated roofs are well lighted with kerosene, but of course not a success unless they are carefully and properly trimmed.

13/7/1895 No matter how well the present oil lamps are trimmed and cleaned, the present lamps will never give satisfaction to the travelling public.

12/12/1895 Tender of Pintschs Patent Lighting Coy accepted for the supply of gas light apparatus and fittings for 25 cars: 32A Pintsch Gas & Other Lighting (Continued)

4 saloon cars to BP 1451; 11 cars to BP 1703; 3 cars to BP 1703 except they are first class throughout, and without centre division; 7 cars toBP 1703, except they are second class throughout and with central division.

The four first class saloon cars to have four double burner lamps in gilding metal, highly finished with silk shades, and two single burner lamps, silver bronzed, for the lavatories and corridors.

The eleven composite cars to have two double burner lamps in gilding metal, highly finished with silk shades, and two double burner lamps, silver bronzed, for the second class compartments.

The three first class cars to have four double burner lamps in gilding metal, highly finished.

The seven second class cars to have four double burner lamps, silver bronzed.

All cars to have two reservoirs, 23 inches in diameter and 6 feet 0 inches long. Lighting would be equivalent to about 44 candle power.

15/2/1896 Authority for fitting two cars with Pintsch's gas lighting.

7/7/1896 A file note of 7 July, 1896, said the lamps were specially constructed by the Pintsch's company, those in the second class being silvered and those in the first class compartments and the saloons guilt. The saloon lamps are provided with shades, with the aid of which half of the compartment may be darkened if required

31/7/1896 By 31 July of that year two cars on each express train between Christchurch and Dunedin were lit by gas. The fitting of several more cars were to be completed within a few days and as soon as possible all cars on the express trains were to be lit by gas.

4/8/1896 A report of 4 August, 1896, noted the Pintsch gas was found to be very superior to colza, and slightly so to that of double-wicked kerosene lamps with enamelled shades. The light was steady, not being affected by vibration. Passengers were therefore able to read with greater ease, no inconvenience from breakage of lamp glasses, and lamp room work abolished.

Crude petroleum cost about 4d per gallon, and makes about 80 feet of gas. Nine lights are placed in each saloon car, and burn for about five hours consuming about 45 feet of gas.

20/8/1896 On 20 August, 1896, it was stated there was no necessity to erect a gas producing plant at Christchurch. The cars fitted and to be fitted with the light are all on through trains which start from and return to Dunedin, viz, Dunedin – Christchurch and Dunedin – Invercargill. Each car carries a week's supply of gas. In July, 1897, it took from three to four minutes to charge a car with gas.

21/10/1897 Pintsch gas car fittings ordered:

Hurunui – Bluff Section - 208 sets* Auckland Section - 51 sets Wellington – Napier – New Plymouth Section - 117 sets Total - 376 sets To complete - 126 sets 32A Pintsch Gas & Other Lighting (Continued)

* 24 sets for Christchurch Section

6/5/1898 Auckland – About half of the cars on this Section have now been fitted with gas apparatus, and the equipped cars have been place to the best advantage. The most important local trains, the principal long distance trains, such as the Rotorua service and Paeroa Branch service, are all made up of cars in which the new gas light is used.

The first car was lighted on 15/12/1897 and has been in regular use since then. Up to 26 March, two B cars have been fitted with the gas.

6/1898 Fitting ordered for the fitting of Pintsch gas lighting as follows:

Wellington – Napier – New Plymouth Section - 68 sets Wellington – Napier – New Plymouth Section - 52 sets Christchurch Section - 156 sets

6/1899 The gas plant at Auckland had been in use since December, 1897; the first car was gas lit on 15 December. Up to 26 March, 1898, two B cars had been fitted with gas. By 6 May, 1898, about half the cars on the Auckland Section had been fitted with gas apparatus, and the equipped cars placed to best advantage. The most important local trains, the principal long distance ones, such as the Rotorua service and the Paeroa Branch service, were all made up of cars in which the new gas light was used. The last two Auckland cars were fitted with gas in December, 1898.

In June, 1898, 156 cars on the Hurunui – Bluff Section had been fitted with gas lighting.

Fitting of gas to Wellington cars was as follows: 68 in March, 1898; 52 in June, 1898; and in November, 14 second class cars, 7 composite cars, and 7 postal cars were fitted. By June, 1899, all Wellington cars, except the B cars, were fitted with gas.

7/1900 In July, 1900, the following description of the Pintsch Gas system of lighting was given. The first gas plant was installed at Dunedin in 1896, and since then further plants have been established at Christchurch, Wellington, Palmerston North, and Auckland. Each installation consists of two furnaces, four retorts, condenser, meter, gas holder, compressing engine and pump, two gas storeholders, and a 4hp steam boiler.

The principal of the Pintsch Compressed Oil Gas system is as follows:

There is a fixed gas plant of the same general nature of any other gas works, but using oil instead of coal as the source of gas. The oil gas is much richer in illuminating properties than coal gas and does not loose so much of its illuminating power by compression.

Each of the plants in use in New Zealand have two furnaces with two retorts above each furnace, placed one above the other. Both ends of the retorts are fitted with covers which admit of a thorough cleaning.

The oil is pumped from barrels to a small raised tank on the side of the wall and is led to the upper retorts by a small pipe. It enters the upper retort in a thin continuous stream from a micrometer cock through a syphon pipe and falls upon an iron tray on the bottom of the retort. Here it is partially vapourised and passing through the tube descends to the lower tube, where it encounters a high temperature rendering permanent or fixed. As the gas leaves the retort it is largely mixed with tarry and other vapours and is subjected to a process of purifying. 32A Pintsch Gas & Other Lighting (Continued)

The gas is afterwards compressed by engine and pump into storage tanks at a pressure of about 150lb per square inch, and is conveyed by a system of special pipes or hoses to the tanks beneath the cars. Each car is fitted with a regulator or reducing valve, by which the gas is reduced to the constant and very low pressure which is required for burning gas to advantage. The tanks hold about 240 cubic feet of gas at a pressure of seven atmospheres which will supply four double- burner lamps for nearly 36 hours.

The plant, as described above, is capable of producing about 400 cubic feet of gas per hour, or about 3,000 cubic feet per day.

Manufacturer: “Pintsch Patent Lighting Coy Ltd”, 32 and 34 Clerkenwell Road, London, E C, England.

5/5/1902 Invercargill – Leakage of gas in cars – With regard to cars fitted with Pintsch gas, it is stated that in many cases the taps inside the globes are left full on and when the valve is opened the globe quickly fills with gas, so that when the globe isopened for lighting, the collected gas escapes, and causes a disagrreable odour throughout the car.

16/7/1902 Christchurch – When trains are lighted up lavatory compartments are also to be lighted. On several occasions recently the District Traffic Manager has found these in darkness.

1903 Number of cars fitted with Pintsch gas lighting:

Year ending 31/3/1897 25 (Hurunui – Bluff Section) 31/3/1898 24 (Hurunui – Bluff Section) 31/3/1899 250 31/3/1900 99 Total cars fitted 431 31/3/1902 99 31/3/1903 29

20/7/1909 During the dark weather the Pintsch gas works at Wellington will have to be worked three shifts now the old cars on the Thorndon – Longburn Division are being equipped with gas lights.

The conversion of all car Pintsch gas lamps from plain burners to “mantles” is being expedited as much as practicable, with the object substituting for Pintsch oil gas the ordinary coal gas from town mains. When that is accomplished it is hoped the manufacture of gas by the Railway Department will cease.

18/8/1915 Gas globes bursting in cars.

22/6/1920 Special works for the manufacture of pintsch gas are located at Auckland, Palmerston North, Wellington, Christchurch, and Dunedin.

The gas is piped under high pressure to the reservoirs under each vehicle. The capacity of the reservoirs averages about one week's supply under normal consumption during the winter months. A simple but effective regulator valve under the floor reduces the gas to proper tension for burning in the lamps. All lamps are fitted with incandescent mantles, greatly intensifying the light whilst effecting economy in gas consumption.

The following oils have at times been used for the manufacture of gas: 32A Pintsch Gas & Other Lighting (Continued)

Tea Rose Kerosene Water White Kerosene White Rose Kerosene Seal Oil 300o Mineral Colza Taranaki Oil (crude Native petroleum)

The mineral colza being found to give uniformly good results, averaging 86 cubic feet of gas per gallon of oil.

29/10/1928 Approval to fit six Wellington suburban cars to burn coal gas.

33 Car Markings

13/1/1964 Only wooden cars may run on the Rewanui Incline and those prohibited are marked by red paint on the end of the wooden cross-members above the headstock (channel iron headstocks) or ends of both headstocks (wooden) painted red.

A white dot indicates the car must not run at a greater speed than that of a goods train.

A yellow triangle (point down) indicates the car is not to be used on regular express or fast passenger services in normal circumstances, and when so used is to be marshalled at the rear of other cars and not mixed with more modern steel panelled stock.

34 Otahuhu Workshops Trains

4/4/1929 Cars A 394, 434, 612, and 654 are to be stencilled “Restricted to Service Between Auckland and Otahuhu”.

24/5/1929 Condemned cars A 394, 434, 612, and 654 are being used on the Otahuhu Workshops trains.

These cars are unfit for retention in service other than the special service they are used for. The Works Manager at Otahuhu, recognising districts are at present very short of cars, after full consideration, decided rather reluctantly, to take the responsibility of allowing these cars to run in the Workshops service.

This is a special arrangement hinging on the fact the cars come into the Workshops yard daily, are directly under the Manager's eye, that they have been thoroughly inspected and that all their defects are known and can be closely watched.

These reclaimed cars should be marshalled as the rear most cars on trains on which they run.

5/11/1936 The following cars are now only used on the Otahuhu Workshops trains and on race services when the Workshops are closed:

A 128, 379, 567, 570, and 572

16/2/1948 Two trains (Nos 111 and 117) leave Auckland daily for Otahuhu Workshops. The trains consist of the following cars:

First train A 1125, 1122, 1131, 1120, 866, 869, 723, 965; AF 879 34 Otahuhu Workshops Trains (Continued)

Second train A 1128, 593, 1121, 1124, 868, 867, 752, 764; AF 842

On arrival at Otahuhu Workshops the first four cars of each train are detached and the remainder are then used for normal suburban running during the day until the return of the Workshops train in the afternoon when the cars are again coupled as above.

Of the eight cars and car-vans used on normal suburban work, only one (A 868) is not fitted with emergency brake valves.

Seven of the cars remaining at Otahuhu during the day (A 1125, 1122, 1121, 1120, 1128, 1131, and 1124) are ex Manawatu stock and an inspection of these revealed one car (A 1125) was fitted with emergency brake valves. The eighth car (A 593) was also fitted with emergency brake valves.

A 868, 1120, 1121, 1122, 1124, 1128, and 1131 are to be fitted with emergency brake valves as they pass through Shops. (These cars are used for work involving only 16 miles running per day.)

26/9/1940 Cars A 133, 134, 290, 566, 570, 571, and 592 are regularly used on the Otahuhu Workshops train. Also A 84 and 567.

21/10/1940 To Works Manager, Otahuhu. Re: Ladies cars AA 1054, 1055, 1056, 1271, 1362, and 1363.

It was necessary to equip these cars with platform ends in order that satisfactory service would be obtained on the Workshops trains, has resulted in the cars having been modified to an extent that makes them very suitable for suburban traffic.

This being the case it is proposed to again put them into traffic service.

Please therefore replace them on the Workshops trains with ex Manawatu cars, taking gas fittings and net racks off the latter for use in the ex Ladies Cars.

You have available in shops ex Manawatu cars A 1093, 1123, 1127, 1129, and 1130 and these could be used to start the job.

The ex Ladies Cars when refitted for traffic service are to located at Wellington so please allocate them accordingly by changing the District allocation letter and consign them to this District.

35 Painting & Lettering Cars

24/2/1877 Dunedin – Calling attention to present unsatisfactory system of lettering and number rolling stock.

26/9/1879 Auckland – Asking for numbers for some carriages and two single Fairlies.

30/12/1887 Re: standard colour for painting railway cars.

24/3/1903 Changing colour of car stock. Instructions issued as follows:

In future the ground colour of outside of passenger car swill be that known as “Pullman Green”. Fine lining will be abolished, and simple stencilled corners and picking lines in middle chrome 35 Painting & Lettering Cars (Continued)

colour substituted. Undercoating will be done in ordinary “Middle Bronze Green”, and finishing coat, or coats, in “Pullman Green”.

4/8/1910 At the beginning of this year some “varnish colour” was procured for trial on cars in service. These cars are still in good condition, and others are being similarly painted for an extended trial.

22/8/1910 Instructions are to be issued at once cancelling the present system of painting cars and arrange for varnish colour only to be used.

19/5/1911 The General Manager considers the lining of cars an unnecessary expense and has decided it should be discontinued.

9/3/1917 In 1910 or 1911 the Department did away with the elaborate system up to that time of using about six coats of varnish on cars and used varnish colour instead. The last coat of colour is mixed with a very considerable percentage of varnish. It dries with a good gloss and saves very considerable expense.

13/10/1921 To find a lasting and more economical colour, a number of cars were recently painted dark red at Petone Workshops. The newly painted cars are at present out of commission at the back of the Railway Head Office.

21/10/1922 Petone Workshops instructed to send two painters to Gisborne at once for the painting of the four new cars there, also to renew the paint on the other cars there.

7/11/1925 The present colour of paint for car painting is a very unserviceable one and not being a base colour, ie the green having to be made from yellow and blue, does not stand up to the conditions, and recommend the colour be changed to Midland Lake – exactly the same colour the new sleeping car is painted.

23/12/1925 Three cars (AA 1016, 1061, and 1266) were painted in June – September, 1923, with Berger's Tuscan Red in Gold Size at Petone Workshops. Six express cars were painted purple brown at Hillside and Petone Workshops in October, 1921.

8/1/1926 Approval for Midland Lake to be adopted as the standard colour for painting passenger vehicles when the existing supplies of green paint are exhausted.

27/1/1930 Otahuhu Workshops – Ten gallons of varnish and ten gallons of Midland Lake paint have been ordered from The Indestructable Paint & Varnish, Ltd, London. This is to be carefully applied to a car for comparative trial with the Department's standard makes. c.1932 During 1930 three cars were painted with Midland Lake and Otalac varnish as manufactured by Messrs Wilkinson, Heywood, & Clark, England, the priming coats being prepared in the Workshops. These materials stood up well in service. The varnish retains its lustre for periods of about twelve months after which the surface cracking commences but the colour of the paint does not change for some months later.

The results obtained have been encouraging and it is desired to obtain further supplies so that tests may be continued. By using this firm's priming and undercoating it is possible to reduce the number of coats to six instead of seven when the Department's priming is uded.

The quantities ordered will be sufficient to repaint twenty cars in the North Island and twenty in the South Island, and also completely paint the exterior of five new cars in the North Island. 35 Painting & Lettering Cars (Continued)

26/7/1932 Instructions issued to Otahuhu to have the ceilings and battens on the new cars under construction painted with white enamel instead of the tinted green flat paint used on previous cars. It is desired to obtain by this means a finish that will less easily mark with the baggage and also permit of washing when the necessity arises.

25/8/1932 The reason for not painting the battens and ceilings all one colour in the new cars was on account of the disfigurement due to shrinkage, also dirt adhering to joints. This shows up on a whole white ceiling with the battens stained or plain varnish it is not nearly so noticeable. This also applies to ventilator and lamp rings.

12/3/1942 Approval given for the alteration to the position of lettering on vitron enamel panelled cars. The car number and allocation are to be together on one side of the coat of arms and the tare on the other side, thus -

A 1853 IN 25-14-0

This is necessary because there is insufficient room under the coat of arms for lettering.

8/12/1948 Exterior cast plates, second class -BP 2769

Exterior transfers, BP w30273, Transfer C – second class Interior transfers, BP w30526, Transfer B – second class

Exterior transfers to be given three coats of varnish.

24/1/1980 It has been decided to reposition the car numbers of suburban passenger cars to bring them into conformity with the prestige service. The car number and tare weight are to be stencilled on opposite side, battery boxes. Car number to be placed on outside end and just below roof beading, also on directly opposite corner of the car. This work is to be done on overhaul and repaints only using existing two inch transfers.

12/8/1938 The roofs of all the 56 foot second class cars under construction are to be painted black.

9/10/1981 Instructions for cars to be given computer numbers.

26/4/1988 Paint colours for the Ski Train:

Red Dulux Shade 80549 Green Dulux Shade 408842

28/2/1989 Paint colours for the Northerner cars:

Grey BS 5252 10 A 11 White BS 5252 00 F 55 Black BS 5252 00 F 53 Red BS 5252 04 E 56 Middle Blue BS 381 No 109

36 Picton Section Cars

31/7/1901 Awatere Extension – A cars have never yet been through the two tunnels or cuttings on this new section – they should have a trial trip before they run with passengers. 36 Picton Section Cars (Continued)

15/7/1902 Two 44 foot four compartment cars from the Wellington – Napier – New Plymouth Section are being transferred to Picton.

26/7/1906 Arrangements are being made to transfer from the Wellington – Napier – New Plymouth Section to Picton a class B car, second class.

7/8/1906 Two of the present 4-compartment cars on the Picton Section are to be converted to second class and are to be replaced by two composite cars in two compartments seating 16 first class and 32 second class passengers.

20/9/1907 There are four A class composite cars in use between Picton and Blenheim:

A 565 and 294; A 943 and 944 being used on alternate days.

7/10/1907 A 565 is to be altered to half first class instead of one third.

4/10/1910 For some considerable time an instruction has been made in the Working Timetable for the Picton Section that when A and C and D class cars are used on the same train, the C and D class must always be placed in front of the A class.

13/10/1910 The placing of A cars fitted with brake next to the guard's van was for the purpose of giving the guard greater control of trains on grades on sections where the continuous air brake is not in operation.

The above instruction was inserted in the Picton Timetable for the first time in 1901.

1912 One car with lavatory is being sent from Petone Workshops to Picton to replace a D car sold to the Manawatu County Council.

6/1913 One car with lavatory sent from Petone Workshops to Picton to replace a D car sold to the Manawatu County Council.

2/9/1942 The tares of the cars and van (presently at Christchurch) to be transferred to the Picton Section are as follows:

A 1381 19-14-0 A 1382 18-15-0 A 1383 19-2-0 A 1547 19-10-1 F 650 14-17-0

37 Platform Alterations

24/10/1958 Instructions issued to fill with timber any spacing which exceeds a quarter inch in width between the battens of car end platforms. Close board any car end platform requiring complete renewal of battens.

The above modification is being made to eliminate the possibility of accident being caused by the modern small heels of ladies' shoes catching in the wider spaces between platform battens. 38 Postal Cars

30/7/1883 Hurunui – Bluff Section – Recommends removal of words “Second Class” on sides of mail van of express.

7/9/1886 Postal Department – Mail service between Wellington and New Plymouth – want of special vans, etc.

22/3/1889 Postal Department – Complaint of defective lighting in mail van between Wellington and Wanganui.

25/5/1899 Erection of gas jets in mail vans for convenience of mail men.

10/7/1899 Protection of windows in mail cars.

23/3/1900 Provision of gas jets for melting wax.

14/6/1910 It has been customary for many years to run the postal car between engines when a second engine is required to haul a mail train. This arrangement existed between Palmerston North and New Plymouth and worked without trouble. It saves the haulage of an extra vehicle, an as an assisting engine may be put on at short notice an extra bogie vehicle is not always obtainable.

The running of the extra engine fromNapier to Woodvillle and back permits the assisting work to be done by the one engine.

21/9/1910 Palmerston North – Napier Up Mail Train – The postal car has been placed as a runner on four occasions only during the last three months.

17/1/1911 Dannevirke – The south express train arrived at the Dannevirke station today at 3.30pm with the mail car between the engines. The car was taken on to watering tanks, thus causing the mails to be delayed unnecessarily.

14/11/1911 The work of converting two postal cars on the South island Main Lines & Branches to all second class was completed period ending 11/11/1911.

4/9/1913 On the North island Main Lines & Branches there are eight 50 foot, four 44 foot, and two 39½ foot postal cars. The 50 foot cars run between Wellington and Auckland, and Wellington and New Plymouth. Three of the 44 foot cars run Auckland to Thames, and one 44 foot and two 39½ foot cars between Palmerston North and Napier.

17/10/1913 The Postal Department claim that damage has been done to parcel mails through being stowed near the steam heating pipes. The pipes at the sorting ends of the cars are considered sufficient for giving heat to the officers. The pipes will be removed from the opposite end of the sorting tables and plugged. By doing so no alteration to the cars will be necessary.

24/12/1913 The postal cars on the Auckland – Thames line are having the second class compartments removed. This is required as the cars are now to small for work to be properly done in them. There are three cars on this run. One car has been altered and is in service, the second will be completed today, and the third immediately after the holidays.

15/1/1914 Instructions issued for a nest of pigeon holes to be provided in the postal cars on the Auckland – Thames line.

18/4/1914 Third car completed (removal of second class compartment). 38 Postal Cars (Continued)

20/4/1914 Instructions issued for the re-arrangement of the fittings in the Auckland – Thames postal cars to obtain considerable economy of space with improved sorting facilities. This will involve removing a set of hoppers to the opposite end of the car, and to add 25 pigeon holes to the present letter case.

27/4/1914 The postal car between New Plymouth and Wellington has been run at the rear of the trains since the 20th instant.

29/4/1914 Fitting of wire protection on windows of postal cars in the Christchurch District is complete, and the Dunedin ones will be completed in a few days.

18/6/1914 The three postal cars running between Auckland and Thames have been enlarged by re- arranging the hoppers and pigeonholes.

21/5/1915 Fitting of wire protection on windows of postal cars in the South Island has been completed.

6/7/1915 All windows in postal cars (except those in the doors) were protected with bars as well as woven wire, but in some cases the cars have been removed.

Instructions have been given for the bars to be replaced.

21/12/1916 There are seven postal cars including B 51 on the South Island main lines.

Of these, four are in regular daily use, and one at Christchurch is used between Christchurch. Lyttelton, and Dunedin. Of the two remaining, one is kept at Dunedin for replacing those stopped for repairs, and the other (B 51) generally stands at Invercargill.

Should an extra postal car be required at the southern end when one is in shops, B 51 is the only car available but this does not occur very often. As far as possible, the running of the small car will be avoided.

21/9/1917 Progress with the fitting of bars to the windows of postal cars, number of cars completed:

Auckland 2 Wellington – Napier – New Plymouth 4 South Island 6

26/9/1917 The fitting of protection bars to the windows in postal cars has been completed with the exception of one car running in the Auckland District and seven in the Wellington – Napier – New Plymouth District.

14/2/1918 Gas jets were provided originally for the purpose of heating sealing wax, these were altered and fitted with gas rings for boiling water in 1910.

10/9/1919 On trains under the curtailed service the postal car is placed at the rear of the train from Wellington to Auckland and in front from Auckland to Wellington.

23/9/1921 All postal cars used on the Up and Down Auckland – Wellington Express trains and the Up and Down New Plymouth – Wellington mail trains are equipped with a gas ring which was provided for the use of postal staff to melt sealing wax, but as lead discs are now used and the use of sealing wax discontinued, the gas ring is not further required.

The gas ring is however used by the Postal staff for cooking purposes. 38 Postal Cars (Continued)

13/6/1925 Three postal cars have been fitted with gas rings at Napier.

17/9/1931 Postal cars no longer run to Taneatua.

8/12/1931 Postal cars to Taranaki will cease on 1st proximo.

17/1/1932 Postal Department has now discontinued running postal cars between:

Auckland and Paeroa Wellington and New Plymouth Palmerston North and Napier Dunedin and Invercargill

11/10/1932 Allocation of South Island postal cars:

Christchurch A 1057 Dunedin A 48, 65, 1058, 1627 Invercargill A 687

Note: A 48 held at Christchurch, spare A 65 held at Dunedin, spare

1/9/1933 Post & Telegraph Departemtn approving relocation of the postal cars on the Wellington – Auckland expresses from the front of the train to the rear next behind the guard's van.

6/1942 Postal cars in South Canterbury discontinued as a war measure.

14/2/1959 The Railway Travelling Post Office service between Wellington and Auckland commenced on 15 February, 1909.

9/1971 The Railway Travelling Post Office service between Wellington and Auckland ceased on 5(?) September, 1971.

39 Public Works Department Cars

20/3/1923 Rolling stock in use on The Mount – Matata Railway (Public Works Department):

Cars 3 class A 2 class B (another to arrive shortly) 1 class D 2 4-wheeled vans

23/4/1928 On Thursday, 29 March, the train service and staff previously located at Tahawai were transferred to Tauranga , commencing the service from the latter station on Friday, 30th idem.

One guard, one driver, one acting driver, one acting fireman, one WW engine, two passenger cars, and one bogie van will in future be stationed at Tauranga. The train crew located at Tauranga will work all trains between Tauranga and Waihi.

Service stationed at Waihi consists of one WW engine, two cars, and one bogie van. 39 Public Works Department Cars (Continued)

24/6/1928 A car belonging to the Public Works Department is to be conveyed from Tahawai to Athenree. This car is to be stored in the Public Works Department's shed at Athenree for protection from the weather.

40 Refreshment Cars

15/12/1899 It has been decided dining cars are to commence running between Christchurch and Palmerston on Thursday, the 21st instant.

21/12/1899 The running of dining cars in the middle of the train between Christchurch and Palmerston only is to be given a three day trial.

13/1/1900 The portable guard rail, which connects the cars with the dining cars, is a fixture at one end, and the other end is a loose hook which drops over the rail of the car. This hook is loose.

10/1/1901 Lease of dining cars on the Hurunui – Bluff Section.

6/9/1901 Dining cars are running in this Colony on the express trains between Christchurch and Dunedin. These cars are provided for this service at a cost of £850 each.

20/1/1902 The Locomotive Superintendent was instructed on 15th instant to have an additional refreshment car built for the Hurunui – Bluff Section: car to be in readiness for the next holidays when the two expresses are running between Christchurch and Dunedin.

29/2/1904 Number of times more than one dining car was used on the Hurunui – Bluff Section expresses between 1 November, 1903, and 29 February, 1904:

14 November, 1903 Oamaru to Dunedin 2 dining cars 25 December, 1903 Christchurch to Dunedin 2 dining cars

29/6/1904 The Locomotive Engineer, Newmarket, recommends the provision of another dining car for the express trains between Auckland and Rotorua during the summer season, as when two expresses are running the third car can go only as far as Frankton and back, in case of mishap one train would be without a dining car.

4/7/1904 The construction of two additional refreshment cars for use on the second express, Christchurch – Dunedin, is approved. It is intended to have them ready by 1 October, 1904.

17/9/1904 Another dining car for the Auckland Section will not be provided.

8/7/1907 Tenders for supply of provisions for dining cars.

22/10/1907 Chief Mechanical Engineer – Dining car chairs available for office use.

16/2/1909 Equipment of refreshment cars with Pintsch's fans.

26/5/1909 The refreshment car service north of Aramoho to New Plymouth will cease from the end of the current month.

25/8/1909 Proposal to mark rugs, etc, in sleeping and ministerial cars. 40 Refreshment Cars (Continued)

29/3/1910 The running of a refreshment car on the Napier express trains is to be discontinued after the 31st instant. Currently the car is used between Waipukurau and Napier. (The car was used on these trains from December, 1909.)

13/8/1915 The substitution of gas for coal stoves in dining cars Nos 217, 378, 677, and 1076 running on North Island lines, is approved.

7/9/1915 Some months ago one of the kitchens was covered with “Emdecca” (enamelled steel to imitate tiles) but this has suffered a good deal near the serving window and behind the chopping block, the enamel being badly chipped in these places.

17/9/1915 Car A 1076 has been fitted with a gas stove. Another gas stove has just been completed and delivered and the balance (two) will be delivered at the end of this month. The work of fitting the second car is now in hand.

23/9/1915 - Auckland – Rotorua dining cars – haulage of cars between Mercer and Morrinsville only.

- Equipment of dining cars – size of rugs, etc.

- Proposed introduction of cash register in dining cars.

28/9/1915 Improvements to and accommodation on dining cars.

11/1/1916 The following alterations are being done at Newmarket:

- the burners will be made movable, - the grills will be made similar to the revolving rollers of the “Fletcher Russell” stoves, - the provision of tubes through the boiler over the kitchen range.

17/1/1916 Three of the cars have now been fitted with gas stoves and the fourth is now in the shops for attention.

8/2/1916 Additional valves are to be provided for gassing dining cars on the Rotorua express at Frankton.

10/2/1916 Three new dining car shave been ordered and the three small dining cars on the Wellington – Wanganui run will be converted to second class.

8/4/1916 The boilers at present in the dining cars in the South Island are not suitable. They take a considerable time to heat thus causing an increased consumption of gas and have to be continually replenished with small quantities of water to prevent them going off the boil for any length of time.

17/7/1916 A car has recently been altered at Petone. In this car the floor and walls of the kitchen were covered with “Decolite”, and the kitchen re-arranged.

6/12/1916 The existing gas grill is large enough to accommodate fourteen grills and it is on rare occasions that the orders exceed that number.

On the new cars no passengers can see into the kitchen. More locker space is provided. Racks and drawers are provided for all small gear and the kitchen is constructed on the most sanitary and best ventilated principal. 40 Refreshment Cars (Continued)

27/8/1917 North Island 13 50' dining cars 1 52' dining car 1 44' dining car 4 old sleeping cars

South Island 6 47½' dining cars 1 44' dining car

8/1917 All dining cars withdrawn from traffic, and arrangements made for passengers obtaining meals at certain refreshment rooms en route.

23/10/1917 The marble slabs from the North Island dining cars are to be forwarded to the Refreshment Service Headquarters, Thorndon, for use in various refreshment rooms.

23/10/1928 The proposed dining cars are to have vitron enamelled panels, which are supplied by Mead McLean & Coy Ltd.

7/2/1929 To Otahuhu Workshops – The instruction to build the four dining cars have been abandoned. These were to run on the night Limited express train and in lieu thereof it has now been decided to convert a two-berth compartment in the end of each De Luxe sleeping car, into a kitchenette for the purpose of catering for the requirements of those passengers who desire to secure a light breakfast on thses trains.

Dining Car Details

Year Length Kitchen Pantry Saloon No of Type of Lighting Stove Built Heads'ks Seats Body 1890 (a) 31'-0” 5'-7” x 4'-6” ? 17'-0” x 7'-0” 12 Open platform Kerosene ? 1894 (a) 43'-4” 8'-6” x 5'-0” ? 25'-0” x 7'-0” 17 Open platform Electric Coke & charcoal 1899 (b) 43'-9” 9'-8” x 4'-9” 2'-6” x 7'-0” 25'-0” x 7'-0” 18 Open platform Gas Gas 1901 (c) 43'-9” 9'-8” x 4'-6” - 25'-0” x 7'-0” 18 1 Open platform Gas Coal 1 Closed vestibule 1902 (d) 43'-9” 12'-9” x 4'-9” - 27'-10” x 7'-1” 18 Closed vestibule Gas Gas 1904 (a) 52'-0” 8'-7” x 4'-8” 4'-3” x 4'-8” 26'-3” x 7'-0” 18 Open platform Electric Coke & charcoal 1906 (b) 47'-6” 13'-4” x 4'-9” 2'-6” x 7'-1” 26'-1” x 7'-1” 21 Closed vestibule Gas Gas 1909 (e) 50'-0” 15'-6” x 5'-8” 2'-6” x 8'-0” 28'-3” x 8'-0” 25 Closed vestibule Gas Gas 1916 (e) 50'-0” 15'-6” x 5'-8” 2'-6” x 8'-0” 28'-3” x 8'-0” 25 Closed vestibule Gas Gas

(a) Wellington & Manawatu Railway WMR BP R-6 (b) Christchurch – Dunedin service BP 2512 and BP 3928 (c) Palmerston North – New Plymouth service BP 2916 (d) Auckland – Rotorua service BP 3254 (e) Wellington – Auckland service BP 4441 and BP 6193

41 Car Roofs

15/9/1936 Some years ago at Gisborne canvas covering was tried on six cars that were rarely used but the result was not satisfactory. The wood sweated and the paint blistered under the canvas covers although the canvas was held clear of the woodwork by narrow wooden distance pieces, and the roof covers also perished quickly. 41 Car Roofs (Continued)

20/4/1954 The use of Bauxite Tarpaulin Dressing for the canvas roof covers of cars is to be discontinued. New roof covers on cars are to be laid in accordance with the original method used, ie untreated canvas over roof dope. The canvas should then be painted with an oil-based aluminium paint.

Existing roof covers should also be painted with the oil-based aluminium paint.

Copper covered plywood roofs should also be painted with a spirit based aluminium paint.

42 Rewanui Branch Trains

8/5/1961 The following cars are in use on the Rewanui Branch trains:

44ft A 173, 203, 463, 516, 518, 562, 585, 586, 668, 693, and 759. 47½ft A 930 and 1638.

43 Running Restrictions

8/12/1894 Bogie carriages are not to be run between Napier and Spit.

27/7/1910 As far as practicable cars of the older type with low roofs should be run next to the brake vans or at the rear of trains and the practice of running such cars between the modern cars must be discontinued.

13/10/1910 The placing of A cars fitted with brake next to the guard's van was for the purpose of giving the guard greater control of the train on grades on sections where the continuous air brake is not in operation.

The instructions issued applies only to cases where the lighter type of car is placed between heavy modern cars.

14/12/1919 South Island - As far as practicable cars of the older type with low roofs should be run next to the brake vans or at the rear of trains. These cars must not run between the modern cars.

Cars must not run through engine sheds. The smoke troughs of engine sheds do not give sufficient clearance to permit of this being done.

The round roof types of A class cars must not run through tunnels on the Lawrence Branch.

19/12/1939 There are no objections to passenger cars being run on Kings and Glasgow Wharves, Wellington, provided:

(1) The cars are not run past the portal cranes on the wharves. (2) The cars are not run on the inside track past the Harbour Board Cheese Store, approaching the Glasgow Wharf. On this line there is insufficient clearance from the timber platform front.

26/6/1941 The following cars have all-wood or semi-wood underframes and should be prohibited from running on express or passenger train services:

North Island - All cars with numbers lower than 963, except the following: 43 Running Restrictions (Continued)

17, 26, 33, 58, 121, 208, 223, 307, 310, 317, 319, 331, 353, 354, 355, 360, 425, 438, 439, 451, 460, 465, 466, 500, 502, 534, 591, and 732.

all ex-Manawatu cars, viz 1093, 1118, 1120 to 1131.

South Island - All cars with numbers lower than 929, except the following:

25, 36, 105, 106, 115, 137, 142, 168, 174, 184, and 524.

also the following cars, 945, 958, 959, 1051, 1052, 1153, 1154, 1169, 1170, 1187, and 1188.

When an emergency situation arises, such as the carriage of troops, the cars included in the list above could be used on such trains provided they are marshalled at the rear of such services with no modern type cars intermixed and provided that the service is not run at a speed of more than 40 miles per hour.

In no circumstances should the following vehicles included in the list above be so used:

Cars with all-wood underframes:

North Island 1093, 1118, 1120 to 1131

South Island 40, 149, 161, 191, 193, 195 to 199, 204, 209 to 212, 214, 215, 226, 230, 232, 234, 237, 251, 263, 265.

6/12/1941 Running restrictions for North Island cars with wooden or semi-wooded underframes.

(1) The following is a list of North Island cars which are unsuitable for use on fast trains; their running on express or fast passenger trains is accordingly prohibited:

A 75, 92, 125, 134, 153, 180, 281, 284, 298, 318, 326, 328, 329, 335, 349, 350, 374, 382, 396, 422, 428, 480, 487, 505, 508,509, 521, 532, 533, 536, 537, 547, 555, 568, 573, 1093, 1118, 1120 to 1131.

(2) The following 47½ foot and 44 foot cars by reason of age and type give relatively poor riding and are of insufficiently robust construction to permit of their general use on express or fast passenger services, excluding suburban services. They are accordingly prohibited from use on all Main Trunk services, but may in an emergency be used on District express and “Relief” express services also fast passenger trains during holiday periods, or on other special occasions on which they may be required. On such occasions they should, when required for through traffic, be marshalled at the rear of trains when practicable and not intermingled with modern 56 foot rolling stock. Preference should at all times be given to the 47½ foot cars.

Class of Car Car Numbers 47½ft cars BP 3090 on bogies 615, 723 to 725, 738 to 757, 784, 787, 800 to 815 on BP 2794, and semi-wood 820 to 824, 826 to 831, 842 to 858, 864 to 869, underframes to BP 3099 912 to 928, 960 to 962 96 cars

47½ft 4-compartment cars 1010, 1011, 1387 to 1390 6 cars 43 Running Restrictions (Continued)

44ft cars BP 2275 on bogies 6, 133, 166, 180, 243, 286, 288, 290, 296, 377, 379, BP 2794 381, 387, 392, 419, 473, 492, 530, 531, 539, 540, 545, 546, 548 to 554, 556, 557, 566, 567, 570 to 579, 589, 590, 592 to 594, 672, 674 to 676, 678, 706, 788 56 cars

3/2/1943 Instructions issued to paint a yellow triangular mark with four inch sides, and point downwards, two inches from the bottom of the side, beneath the number plates of the cars enumerated below.

It has been decided older cars with semi-wood underframes and wood headstocks, not already marked with a four inch white disc, are to be restricted to slow traffic, except at times of intense traffic.

Auckland A 6, 133, 288, 290, 379, 566, 567, 570 to 572, 577, 589, 592, 593, 615, 706, 723, 725, 739, 743, 747, 748, 750, 752 to 754, 756, 757, 786, 788, 804, 806 to 809, 812, 813, 820, 821, 823, 824, 842, 843, 854 to 856, 864 to 869, 916, 917, 919 to 922, 924 to 926, 928, 961.

Wanganui A 243, 286, 377, 473, 531, 548, 573, 574, 576, 594, 724, 742, 745, 746, 749, 787, 805, 815, 827, 844, 915, 923, 927, 960, 962.

Wellington A 166, 296, 387, 392, 419, 492, 530, 539, 540, 545, 546, 549 to 554, 557, 575, 578, 579, 590, 672, 674 to 676, 678, 738, 740, 741, 744, 751, 755, 800 to 803, 810, 811, 814, 822, 826, 828 to 831, 845 to 853, 857, 858, 912 to 914, 918.

Christchurch A 1, 2, 3, 37, 49, 68, 80, 176, 233, 254, 389, 580, 595, 681, 684 to 686, 688, 689, 692, 698 to 702, 709, 721, 760 to 762, 769, 771, 776 to 778, 780, 781, 784, 785, 791 to 794, 797, 798, 816, 832, 833, 861 to 863, 870, 882, 883, 896, 897, 945.

Dunedin A 15, 158, 159, 228, 462, 475, 670, 671, 679, 680, 690, 691, 693, 694,708, 711 to 714, 716 to 719, 722, 726, 763 to 768, 772 to 775, 795, 796, 817, 819, 834 to 836, 838 to 841, 860, 872, 873, 876, 877, 886, 898 to 908, 1169, 1170.

Invercargill A 19, 139, 481, 581, 596, 668, 669, 703 to 705, 715, 720, 758, 759, 770, 779, 782, 783, 799, 818, 837, 874, 878, 881, 884, 885, 894, 895, 909 to 911.

Westland A 697, 789, 790, 859, 871, 875, 958, 959, 1051, 1052, 1153, 1154, 1187, 1188.

Westport A 825, 964, 1183, and 1184.

19/4/1944 The following two cars have been added to the above list: 43 Running Restrictions (Continued)

Auckland A 879 Christchurch A 65

13/2/1950 The following restricted cars are allocated to the Invercargill District:

“White Disc” cars 41' A 421, 528 44' A 485, 587, 588, 163, 179, 388, 478, 488, 464, 124, 481, 562

“Yellow Triangle” cars 44' A 596, 668, 704, 705, 581, 720, 703, 715, 758, 759, 19 47½ A 909 to 911, 770, 779, 782, 783, 818,878, 881, 894, 895, 885, 783, 799

30/8/1950 Low Roof Cars - In July, 1910, instructions were given that cars of the older type with low roofs, which must not be run between modern cars, must be marshalled next in front of the guard's van, and be confined to suburban services.

This instruction referred to cars to BP's 216, 917A, 919, and 125, which were built between 1882 and 1888 and all of which, with the exception of A 396 (Wellington) and A 255 (Christchurch) have been written off. These two cars have a four inch white disc painted on each side. A 396 is being held at Hutt awaiting final inspection before writing off.

It is, therefore, recommended the above instructions be removed from the Working Timetable.

13/11/1952 It has been decided to paint a four inch white disc below the number plates on all cars to Diagrams 113, 130 to 158, and 170 to 172 and other cars with semi-wood underframes and bogies BP 1656, 508, and older types, and to paint a four inch yellow triangle below the number plates on all the remaining cars with semi-wood underframes.

A 481, Invercargill, cannot remain a yellow triangle car unless bogies BP 2794 are available to replace the present bogies BP 508.

A 596 is to be changed to a white disc car, also.

44 Car Seats

25/9/1899 Order for Vulcan leather cloth, buttons, white canvas, and horsehair for second class car seats.

20/2/1905 The first class accommodation on the Greymouth Section is ample for ordinary traffic, but on special occasions during the holiday season there is a shortage. The Department would not be justified in building first class cars for such occasional traffic, as they would be idle most of the year. It is possible to make temporary provision by fitting up second class compartments with cushions and floor covering and labelling them first class.

All Greymouth Section second class cars have cushions.

28/6/1928 There are 52 dining car chairs in Stores stock at Newmarket. These were taken from the old dining cars when they were dismantled.

24/6/1929 Hutt Workshops – A considerable number of the old chair seats and backs, taken out of the dining cars some time ago, are now being transferred from the old Newmarket Workshops. 44 Car Seats (Continued)

3/7/1929 Seats for old dining cars – To Hutt Workshops – it is not advisable to scrap these seats. Please have them rteurned to Otahuhu Workshops as they may come in useful in fitting up special trains.

21/10/1929 Quantity of old dining car seats – These seats were considered useless and were forwarded to Hutt Workshops to be utilised as cast iron scrap.

The chairs have now been returned to Otahuhu Workshops as directed by the Chief Mechanical Engineer.

30/9/1935 To Addington Workshops - When mosquette covering on the first class chair on the South Island Main Trunk cars require replacing, the seats and backs are to be re-upholstered as follows:

Seats are to be fitted with “Dunlopillo” units and covered with red leather. Backs, if the springs, wiring, etc, are in good condition are to be recovered with red leather. If the springs, wiring, etc, are in bad condition they are to be replaced by “Hairlok” back units and covered with red leather.

It is possible the mosquette removed from the backs of these chairs would serve for a limited time to repair the seats in other cars which have the seats covered in mosquette.

When it is necessary to cover the seats in leather the backs must also be recovered in leather.

4/4/1949 Dunlopillo seats have spring rubber while normal seats have springing.

29/6/1949 Second class designation plates are to BP 2769.

2/8/1949 The existing Main Trunk first class seats cost approximately £55 per seat in 1943.

45 Smoking in Cars

9/2/1943 It has been decided to adopt a special indicator, showing “Non Smoking”, “Smoking”, or “Smoking at Rear of this Notice Only”, for use in all modern first class cars. The notices at present installed above the end doors in these cars will be removed.

South Island cars in which the new indicators will be fitted are:

A 1689 to 1695, 1759 to 1768, 1876, 1877, 1929 to 1935 (total 26 cars)

When one first class car only is used in a service and the indicator shows “Smoking at Rear of this Notice Only”, it will not be necessary to affix “Smoking” or “Non Smoking” labels to the windows of the car.

11/3/1990 The cars on the Wairarapa service are to altered as below”

Class AL cars to be altered to smoking Class A cars to be altered to non-smoking 46 Cars Sold

11/11/1885 Locomotive Engineer, Wanganui – Application by Wanganui Heads Railway Coy to purchase carriages.

21/11/1887 Secretary, Kaihu Valley Railway Coy, Auckland – Re: purchase of 20 timber wagons and one second class car.

25/3/1888 Harbour Board, Westport – Asking to be supplied with second class cars for Cape Foulwind Railway.

9/10/1888 Enquiry from Kaihu Valley Railway Coy re: sale price of old cars on Auckland Section.

25/9/1925 The following class C cars have been consigned from Addington Workshops to Wairio for the Ohai Railway Board. All the cars are piped only and fitted with hand brakes.

C 135 consigned on 23 September, 1925 C 100 consigned on 17 August, 1925 C 7 consigned on 15 September, 1925

27/6/1941 A 196 at Addington Workshops and A 199 at Invercargill have been forwarded to the Ohai Railway Board. The cars are to be used to convey miners between Nightcaps and Ohai. The last of the three C cars is due to be scrapped.

12/10/1945 In order to meet the travel requirements of miners proceeding from the railway stations at Rotowaro and Pukemiro to the mines connected thereto by lines owned and operated by certain colliery companies, the Mines Department recently arranged to purchase to purchase four old type cars. Three were delivered to Rotowaro station and one to Pukemiro in time for use on Monday, 8/10/1945.

These cars are: 39'-7” - A 75, 328, and 329 43'-9” - A 480

1/9/1952 Approval given for the sale of A 294 and 525, both at Addington Workshops, to the Ohai Railway Board.

3/1958 The following cars have been written off and sold to the East Coast Fertiliser Company, Awatoto:

Wanganui AF 738 Wellington A 995, 1507 AF 888

1/10/2002 The Taiere Gorge Railway purchased eleven cars:

AL 2021, 2073, 2096 A 2052, 2079, 2218, 2242, 2269, 2277, 2325

47 Special Cars

10/3/1902 Instructions issued for the fitting up of a car for the use of Ministers on the Auckland, Wellington – Napier – New Plymouth, and Hurunui – Bluff Sections. 47 Special Cars (Continued)

11/9/1902 When travelling by rail the Minister will use an ordinary class A saloon balcony car and when required a bed will be made up therein by placing a fitting piece between the seats of one or both the small compartments.

Each principal section had the necessary fittings for use with the cars used by the Governor prior to the provision of Royal Saloons. These fittings could be placed in the car by station staff, at short notice.

17/12/1902 When not in use by the Governor, the South Island Royal Car can be used for either the Premier or the Minister for Railways.

The same applies to the North Island Royal Cars.

21/12/1903 Instructions issued for the fitting up of a car for the use of Ministers on the Auckland, Wellington – Napier – New Plymouth, and Hurunui – Bluff Sections.

10/8/1904 The Wellington Governor's car is to be repainted (this is to take about two weeks).

19/12/1904 In order to allow the Stationmaster, Wellington Station of the Wellington & Manawatu Railway Coy, to lock up the Ministerial Car whenever it arrives in the Manawatu Coy's station, Wellington, from Palmerston North direction, arrangements are to be made to supply the Manawatu Coy with a key kept for the purpose.

13/5/1907 There is, in each of the three Vice Regal saloon cars, a small room used as the Governor's bedroom, which contains a bedstead.

The saloons originally had a small gas stove in each lavatory, which were very useful for boiling water. When the electric light was fitted, these were removed from either one or two of the cars (although the gas is still carried).

28/5/1907 Gas boiling rings to be provided in the lavatory of each car.

14/11/1908 Pending the completion of the new Vice Regal car in hand, approval has been given for taking one of the two cars now used for the Governor on the Auckland and Wellington – Napier – New Plymouth Sections and classify it as a Ministerial Saloon, the other car to be for the use of the Governor, for when the line is connected through to Auckland, one car would be sufficient for this purpose.

Both cars will, however, be required for His Excellency's use for some weeks and must not in the meantime be diverted.

25/8/1909 Proposal to mark rugs, etc, in sleeping and ministerial cars.

6/9/1909 Petone Workshops instructed to arrange the transfer of two couches, or lounges, from the older car (Ministerial). Chairs and movable tables are also to be fitted.

Vice Regal Car A 548 Auckland Vice Regal Car A 675 Wellington

Ministerial Car A 370 Auckland Ministerial Car A 536 Wellington

1925 A 356 – General Manager's Inspection Car. 47 Special Cars (Continued)

15/8/1927 In connection with the conversion of the North Island Royal Car into one suitable for use by Ministers of the Crown, it has been decided to adopt the undermentioned method:

(i) Put the end door where the present end bathroom is, making a small kitchen in place of a bathroom. (ii) Put in two-berth compartments in place of twin beds. Leave middle bathroom.

25/7/1929 Special cars are allocated as follows:

Christchurch A 529, 683, 1617. Thorndon AA 1132, 1137, 1265, 1619.

1931 Particulars of special cars at present allocated to the North Island are as under:

AA 1137 Ministerial Car AA 1132 Vice Regal Car AA 1619 Touring Car AA 1265 General Manager's Car

23/3/1933 A 683, 1617, and 1655 are stored under one of the shelters at Addington Workshops.

12/12/1935 A 1617, 1655, and 1855 are to be shopped as opportunity offers, in order that the grab irons may be chromium plated.

24/8/1936 A 529, 683, 1617, 1655, and 1825 will be stored at Christchurch.

10/3/1937 A 529 and 683 – neither of these cars has done any running for the last six years.

8/7/1937 Particulars of special cars at present allocated to the North and South Islands are as under:

North Island (allocated to Wellington) AA 1132 Ministerial Car AA 1824 Vice Regal Car AA 1619 Tourist Car AA 1710 General Manager's Car

South Island (allocated to Christchurch) A 529 Ministerial Car A 683 Old Vice Regal Car A 1617 Ministerial Car A 1825 Vice Regal Car A 1655 General Manager's Car

Since 1 April, 1935, AA 1132 has been used only once to convey members of the Coal Commission travelling in the North Island during the months of September, October, and November, 1935.

A 529 and 683 have not been used to convey Vice Regal or Ministerial parties for a number of years.

The question of providing a car for use in the Southland District as a mobile dental clinic was raised by the Health Department and car A 529 or 683 were offered for the purpose, but this proposal will not be gone on with. 47 Special Cars (Continued)

Because the present stock of passenger cars is barely sufficient to meet requirements, it is preferable to convert cars AA 1132 and A 683 into second class ordinary chair-seated cars rather than having them standing idle as at present.

To make car A 529 into a serviceable day car would require very heavy structural alterations, and the expense is not warranted.

18/9/1958 The Minister of Internal Affairs has agreed to new arrangements which will provide for two special cars in the North Island and one in the South Island.

The Governor-General has three cars available, two in the North Island and one in the South Island, when he desires to travel by train. Owing to other means of transport being used these cars do very little running. In addition, there are also two Ministerial cars, one in each Island, which also do very little running.

The South Island Ministerial car has now been withdrawn and the North Island car requires major repairs.

It is considered the Ministerial cars should not be replaced and Ministerial be met by utilising the Vice Regal cars. This would mean two special cars in the North Island would be available for the Governor-General and one of these would be for Ministerial use, while in the South Island one special car would meet all requirements.

An arrangement such as this would result in better utilisation of special cars and would ensure that when required these cars would be in better running order, as cars in idleness deteriorate quickly.

The Governor-General's requirements for travel by train would have first priority.

48 Steam Heating

6/8/1907 Cars on express trains between Auckland and Wellington to be heated by steam.

7/5/1927 The difficulty of providing steam heat on the Wairarapa services is the fouling of the hoses on the centre rail at the Incline. The steam heat hose between the cars at the lowest point vary between five and six inches above the rail which will foul by three to two inches. These hoses cannot be lifted sufficiently high to clear as chaffing will occur on the side chains and Westinghouse Brake hoses.

Instead of making a diagonal connection it is proposed to extend the steam heat pipe on the south end of cars, until in line with the steam heat cock on the opposite car, and make a direct coupling keeping the cock back underneath the car to allow of the stand and length of hose being used. The existing cock will remain in position, should the cars be required for other services.

One car is to be altered as above with a view of trying out this arrangement.

4/3/1930 All new cars are being fitted with the atmospheric system of steam heating. Briefly, the principal is a s follows:

As the temperature of the heaters does not depend on the main pipe pressure trains are equally heated throughout. This obviates the cause of the complaint that the cars next to the engine are 48 Steam Heating (Continued)

too warm while those in the rear are too cold. When the heaters reach the desired temperature the steam is shut off automatically and therefore only sufficient steam to maintain a constant temperature of the heaters.

Existing cars that are having steam heating gear added are being fitted with the above system. On the cars that are already fitted with “direct” heating, care is being taken with the insulating material, also the steam pressure was recently increased from 35lbs to 40lbs per square inch. This should result in better heating of the cars.

49 Strengthened Ends

31/12/1967 The following cars have strengthened ends:

A 1246(?) AA 353, 355, 1012 to 1015, 1017, 1024, 1025, 1027, 1029, 1030, 1068, 1070, 1071, 1132, 1134, 1136, 1137, 1146, 1232 to 1237, 1239, 1240, 1256 to 1258, 1263 to 1267, 1489, 1490, 1493, 1494.

The following cars do not have strengthened ends:

AA 1014, 1020, 1022, 1055, 1059, 1073, 1135, 1268, 1484 to 1486, 1499 to 1501, 1505, 1506, 1590, 1591, 1596, 1597, 1628 to 1632, 1665 to 1671, 1673 to 1675, 1677 to 1685.

50 Car Ceilings

14/6/1924 Addington – Car Ceilings – The following Birch Bonply Veneer will be required on this Division:

3 For Addington 100 sheets 8'-6” x 48” x /16”

3 For Hillside 100 sheets 8'-6” x 48” x /16”

3 For Invercargill 12 sheets 7'-0” x 48” x /16” 3 12 sheets 8'-6” x 48” x /16”

51 Turning Cars

9/1/1894 Instructions issued to all sections to turn car stock in January, May, and September of each year, in order to keep the stock a longer time out of the workshops.

8/1897 All cars on the Auckland Section are to be turned in January, May, and September of each year. Stationmaster, Auckland, is to arrange for this to be done, and to send certificates to the District Traffic Manager on March 1st, July 1st, and November 1st that the stock has been turned.

26/5/1898 Approval to turn the Wellington Section rolling stock in the months of February, June, and October. The present months quoted in the instructions are not suitable for the traffic of he Section. 51 Turning Cars (Continued)

1909 All cars except refreshment cars must, where practicable, be turned twice yearly, once in May and again in September.

This instruction will not apply to saloon (birdcage) cars running between Upper Hutt and Masterton, the open balconies of which must always face the eastern side of the line.

Cars in the Dunedin District are to be turned only once a year (this exception was approved in July, 1902).

13/7/1910 The Chief Mechanical Engineer considers the turning of all cars twice yearly is quite unnecessary. He recommends the present instruction be cancelled and that where Car and Wagon Inspectors consider it necessary individual cars be turned as required.

21/7/1910 Above recommendation approved.

52 Wanganui Section Cars

6/3/1877 D McIntyre & Coy's contract for the conveyance of 5 cars and two locomotives ex Ocean Mail from Wellington to Foxton completed.

20/2/1884 Storekeeper – Requesting authority £100 for the conveyance of five car frames, etc, from Wellington to Wanganui.

4/1/1887 Unsuitability of new cars for Wanganui Section.

16/12/1933 A 756 and 786 are stand-by cars. They are run regularly to Taumarunui or Ohakune Junction in the evenings so they will be available for strengthening the expresses.

13/10/1934 A 923 is stationed at Palmerston North for replacement purposes and strengthening express trains. It is frequently used on the New Plymouth – Wellington expresses.

A 990, 992, and 993 are used on Hawera – New Plymouth and Stratford – Tangarakau trains.

A 342, 343, 344, 406, and 408 were previously used between Stratford and Whangamomoana prior to the line being opened to Okahukura. Now there are no light services in the Wanganui District these cars are not suitable for regular services. It is recommended they be withdrawn

53 Ladies Cars

1/11/1926 Ladies Cars:

Main Trunk, class AA 6 No 37 seats (13 first class, 24 second class) New Plymouth and Napier (50'), class A 10 No 38 seats (15 first class, 23 second class) South Island (47½'), class A 4 No 29 seats (10 first class, 16 second class)

54 Westport Section Cars

1/6/1933 The cars of the Westport Section are to be painted red. 54 Westport Section Cars (Continued)

8/12/1942 When the Westport Section becomes part of the South Island Main Lines & Branches, the cars are to be dealt with as follows:

A 272, 383, 491, 736, 737, 825, 964, 1183, and 1184 are to be forwarded to Addingon Workshops to be fitted with gas lights and Westinghouse Brakes.

A 287 is to be forwared to Addington Workshops for inspection with a view to condemning.

55 Whangarei Section Cars c.8/1894 Whangarei Section – All the cars have been painted with local haematite (Limestone Island brand).

9/3/1914 Proposal to run second class cars only on the Whangarei Section.

23/3/1915 The cars on the Kaikohe Branch are class D. They are of an old type but they are certainly not dilapidated. Ultimately no doubt they will be scrapped and replaced by a better type, but meantime they meet the requirements of the small traffic on the branch.

19/4/1915 Passenger stock on the Whangarei Section: Whangarei line – seven C class and five D class cars.

Kawakawa line – three D class cars.

The class D cars are somewhat light for any but very low speeds.

5/5/1915 First class accommodation was recently taken of the Onerahi – Whangarei – Hukerenui trains.

22/2/1916 Spare cars are kept at Otiria and Whangarei for strengthening trains as required.

18/4/1918 Approval given to transfer two cars to Whangarei, in connection with the opening of the Portland Section.

12/2/1924 Cars used on the Kaikohe Branch: one four-compartment car, one C class car, and one D class car.

9/8/1933 With a view to avoiding the neccesity for through passengers to and from Tangowahine changing at Waiotira Junction, commencing from Friday, 16/6/1933, a composite car was attached to No 15 from Auckland, and taken off at Waiotira Junction and attached to No 253. Similarly from 17/6/1933, a composite car was attached to No 253 and placed on No 50 at Waiotira Junction.

This car replaces a second class car which was previously run on Nos 15 and 50 between Auckland and Whangarei.

5/9/1956 A car-van is used between Whangarei and Opua.

56 Car Windows

8/1917 The fitting of top lights is to be discontinued in new cars. 56 Car Windows (Continued)

9/1923 The small top lights formerly in use opened outward from the body of the car. They admitted a great deal of dust and smoke and were difficult to keep clean. Usually they became stuck open so that passengers were choked with smoke in tunnels. It was, therefore, decided to dispense with them.

No date Body of C car on truck trailer at Whangarei.

16/11/1945 When windows and top lights to drawings 4272 and 4314 (with rounded corners) require repairs to, or renewal of, sashes they are to be altered to, or replaced by, square corner windows and top lights to drawing 5380. In this connection it is permissible to have round corner and square corner types of windows on the same car.

57 World War Two Emergency Cars

23/12/1941 A temporary special distribution of passenger services and car stock has been arranged.

In the event of an extreme emergency serious dislocation mat occur as a result of the concentration of a large proportion of car stock in each of the main centres and it is decided that steps to reduce that possibility should be taken immediately.

2/2/1942 Wanganui District – Cars for the use of the Military authorities have been allocated as under:

New Plymouth – Hawera Area

A 1569, 1222, 986, 319, 1149, 1313, 1342, 1343, 1410, 1411, 1412, 1413, 1186, 1214, 1215, 1316, 1354, 1355, 1407, 1573, 1564, 1565, 1567 = 23 cars

Seating capacity – 856

These cars are to be distributed as follows: Waipuku 9, Te Roti 6, and Hawera 8.

Waiouru

A 75, 92, 153, 286, 329, 349, 473, 505, 568, 574, 1126 = 11 cars

Seating capacity – 461

These cars are held at Winiata and are used for the weekend leave trains between Waiouru and Taihape.

Raetihi

1 car to be held in readiness.

In order to reduce the congestion of cars at Wanganui and Taumarunui during weekends, a suitable number of cars will be placed at East Town and Taringamotu respectively.

8/11/1943 As weekend leave trains between Waiouru and Taihape are now required at infrequent intervals, it has been arranged to withdraw the emergency cars held at Winiata.

After the cars have been shopped for repairs at East Town, they will be utilised to release better type cars for holiday traffic in the Wanganui District. 57 World War Two Emergency Cars (Continued)

As the 23 cars previously allocated to the New Plymout – Hawera area and the car alloted to Raetahi are on their normal runs, there are now no emergency cars held in the Wanganui District for immediate call by the Military authorities.

58 Auckland Railways

29/9/1873 Auckland – Temporary accommodation is required for erecting carriages – who is to do it?

30/12/1873 Auckland – Onehunga Railway – Calling tenders for the washing, painting, and varnishing of railway carriages.

10/6/1876 Auckland – Cost of painting 6-wheel engine, Fairlie, and carriages.

11/3/1880 Auckland – Railway Manager's request for authority for fitting brakes for composite cars on Hamilton branch line.

13/10/1880 Cars being unloaded from the ship Waikato on to the wharf at Auckland.

59 Canterbury Railways

22/9/1877 Christchurch – Carriages have “First” and “Second” instead of “First Class” and “Second Class”.

4/1/1879 Christchurch – The fifteen additional cars which were to have been brought up from Invercargill for the holiday traffic in consequence of the breaking down of the Rangitata Bridge, will reach here today and will be retained on this portion of the line.

60 Invercargill Railways

2/10/1876 Invercargill – Workmen are now busy at the railway station in fitting together the thirteen large carriages which recently arrived in ponderous crates.

61 Otago Railways

31/3/1875 Alexander Mollison's contract to convey 1 locomotive and 8 cars from Dunedin to Oamaru, and to convey 1 locomotive from Dunedin to Moeraki completed.

5/6/1876 Dunedin – Forwarding description of 10-ton tank locomotive (Weka) and Colonial built carriages.

25/10/1876 Dunedin – Sixteen extra carriages are in course of construction for the Railway Department.

14/11/1877 Dunedin – Recommending trial of Clemminson's system of radiating axles.

15/6/1878 Dunedin – The Railway Department is at present affecting certain alterations on the railway carriages, which, when completed, will, it is hoped, remove the inconvenience and annoyance to which passengers are now subjected through oscillation. Two plans are being tried, one on the American bogie principle, and the other on James Cleminson's patent for radiating axles. 61 Otago Railways (Continued)

31/8/1878 Dunedin – The railway passenger car which is being altered so as to work upon the principle of Cleminson's patent will be completed and tested next week.

15/8/1881 Special carriage for the use of Chinamen on the Lawrence line, as Europeans object to having to travel with them in the same carriage.

62 Wellington Section

26/2/1874 Wellington – Masterton Railway – The carriages to be used on the line have been put together. They are on the American principle, with entrances at each end, and are wretched uncomfortable vehicles compared with those in use on the lines in the Canterbury Province.

21/4/1874 Waitara – Lying in cases on the reclaimed ground for months, as the Waitara Railway will not be wanting the cars for about a year, suggesting they be used on the Hutt line.

25/12/1876 Storekeeper, Wellington – Defective timber for bogies of carriages ex Waikato.

3/3/1879 Commissioner of Railways, North island -Order for Rowan engine and car (for Hutt Railway) to be sent to Agent General by outgoing mail.

14/4/1879 Wellington – Suggestion that lamps be placed in the carriages going through the long tunnels. [To Featherston.]

25/9/1879 Wellington – Re: American bogies – can make some at Petone.

20/5/1880 Wellington Section – Rolling stock increased by six new cars, constructed on the Cleminson's patent system, with radiating axles. These cars are compo ones and run on six wheels. They are not as good as the double-bogie car, one now running on the Wellington Section.

26/2/1895 Brake gear on cars, Wellington Section, to be brought up to standard.

63 New Cars

3/7/1874 Greymouth – Has arranged cars and locomotive from landing place to transit shed.

18/10/1874 Nelson – Re: disposition of locomotives and carriage ex Chile.

4/10/1876 Timaru - Several new carriages have recently been added to the local stock.

18/4/1878 New carriage, recently fitted up in Christchurch, on the Pullman car principle, passed through Timaru heading south.

6/1/1892 Enquiry re: carriage built for Kaitangata Coal Coy.

6/5/1912 Proposal to construct twenty new cars outside workshops.

18/10/1924 The kauri timber for the A cars to replace the C cars is only just being delivered at Hillside Workshops in bulk, and it will require to be sawn into proper sizes and seasoned before being used on the new cars. 63 New Cars (Continued)

6/12/1930 AA 1648 to 1652. Bogies x7781, vitron enamel panels, automatic couplers, and covered gangways fitted.

A 1696 to 1708. Vitron enamel panels, automatic couplers, and covered gangways fitted.

31/3/1931 A 1689 to 1695. Bogies x7781 fitted, galvanised steel sheathing, automatic couplers, and covered gangways fitted.

12/9/1931 AA 1709 to 1718. Eight cars fitted with galvanised steel sheathing, two cars with vitron enamel panelling; seven cars with SKF bogies, and three cars with x7781 bogies; Janney Yoke drawgear.

10/8/1931 The ten first class and twenty second class cars now building will have the Wellington District allocation letter painted thereon.

2/1/1932 A 1759 to 1768. Bogies x7781 fitted, galvanised steel sheathing, and Janney Yoke drawgear fitted.

30/4/1932 AA 1739 to 1758. Ten cars fitted with SKF bogies, and ten cars with x7781 bogies (bogies for four cars from sleeping cars); eleven cars galvanised steel sheathing, and nine cars with vitron enamel panels.

7/1/1933 AA 1653, 1654, 1769 to 1771. SKF bogies (BP x25140) fitted.

17/3/1933 Otahuhu – When cars AA 1772 and 1773 were completed and the water tanks filled, it was found the cars were not balanced; there being a decided list on the handbrake side, on which side the two water tanks are situated. It was necessary to shift the 6 foot 6 inch water tank on both cars to the non-handbrake side to obtain the desired result. When water tanks were filled the cars floated perfectly level on their bogies.

The 6 foot 6 inch water tanks on the remaining three second class cars now under construction will be placed on the non-handbrake side of the cars.

26/5/1933 AA 1782 to 1784 were originally intended to be built as sleeping cars, but were put into service as day cars. Construction had started before this change was made.

3/2/1934 AA 1772 to 1776, 1782 to 1784. SKF bogies (BP x25140) fitted.

7/6/1934 The proposed 50 foot cars will be able to run on all the South Island Main Lines & Branches, except the Walton Park Branch.

5/1/1935 A 1817, 1818. Bogies x7781 fitted.

31/3/1935 A 1809 to 1816. Bogies x7781 (existing) fitted.

20/7/1935 A 1819 to 1823. Bogies x7781 and Janney Yoke drawgear fitted.

4/1/1936 A 1841 to 1845. Bogies x7781 (existing) fitted.

18/7/1936 A 1840. Bogies x25330 fitted.

15/8/1936 A 1850 to 1855. Bogies x7781 (existing) fitted. 63 New Cars (Continued)

A 1836 to 1839. Bogies x25330 fitted, also Janney Yoke drawgear.

11/1936 Panel below the windows is an aluminium Flexometal panel 44'-0” long by 2'-9” wide. It consists of plywood faced with an unbroken skin of aluminium. The roof is also of Flexometal copper-faced on to Flexo plywood in panels, preformed to the required curvature.

5/12/1936 A 1846 to 1849. Bogies x7781 (from existing cars) fitted.

8/5/1937 A 1825 to 1835. Eight cars fitted with bogies x25330 (Timken), and two cars bogies x7781.

64 Transfer of Cars

16/3/1874 Minister for Public Works – Cartage of engine and carriages from Ashburton to Temuka.

16/5/1879 Taranaki – Railway Manager requires another composite car and brake van. Can they be supplied from Auckland?

4/1/1884 Storekeeper - As to transfer of 4-wheel composite car from Canterbury.

4/2/1884 Engineer in Chief, Public Works – Forwarding authority £200 for transferring two carriages from Hurunui – Bluff Section to Greymouth.

5/9/1884 Auckland – Requesting authority £95 for landing, fitting up, and repairing car, brake van, and wagons for Kawa Kawa.

9/6/1887 Marine Department – Enclosing account for freight of carriages, etc, carried by Hinemoa.

15/12/1891 Store Manager, Wellington – Respecting freight on Price's car and wagon from Onehunga to New Plymouth.

65 Wheels of Cars

16/3/1876 Nelson – Enclosing memo re: King Fish and carriage wheels.

66 Classified Railway Expenditure – Public Works Department

Cars

Patea – Manawatu Railway

20/1/1879 R E Tingey – Alterations to cars - £20.4.6. 2/1879 Altering second class car to first class - £59.10.0.

Wellington – Woodvillle Railway

10/1878 Robertson & Coy – Altering buffers - £10.16.3. 28/4/1879 E Seager – Altering buffers - £8.15.0. 67 Proposed Reclassifications of Cars

3/2/1988 Proposed reclassification of cars:

A 3370 to AO 241x A 3402 to AO 242x AB 3505 to AO 243x AB 3511 to AS 2517 AB 3528 to AS 2523 AB 3534 to AS 2546

11/2/1988 Instructions to Addington Workshops to refurbish and overhaul two cars, which are to be reclassified and renumbered as below:

A 3348 to AS 2546 A 3354 to AS 2523

68 Daylight Limited Express

11/1925 Daylight expresses inaugaurated between Auckland and Wellington.

5/6/1926 Daylight expresses ceased between Auckland and Wellington.

6/12/1926 Daylight expresses inaugaurated between Auckland and Wellington.

30/4/1927 Daylight expresses ceased between Auckland and Wellington.

9/1930 The Daylight Limited ran for the last three years only during the Christmas and New Year holidays.

69 Covered Gangways, Anti-Collision Ends, and Automatic Couplers

1944 Approval given to fit the 50 foot steel panelled cars with anti-collision ends, and / or covered gangways and automatic couplers. Work to be done at Addington or Otahuhu. The cars to be fitted are:

A 1809 to 1855 AA 1710 14 Rotorua cars 20 South Island cars.

AA 1648 to 1652 already have automatic couplers and covered gangways AA 1653, 1654 already have automatic couplers and covered gangways AA 1656 to 1664 already have automatic couplers and covered gangways AA 1687, 1688 already have automatic couplers and covered gangways, and anti- collision ends A 1689 to 1708 already have automatic couplers and covered gangways AA 1709 already has automatic couplers and covered gangways, and anti-collision ends AA 1711 to 1718 already have automatic couplers and covered gangways, and anti- collision ends AA 1739 to 1749 already have automatic couplers and covered gangways, and anti- collision ends 69 Covered Gangways, Anti-Collision Ends, and Automatic Couplers (Continued)

AA 1751 to 1776 already have automatic couplers and covered gangways, and anti- collision ends AA 1782 to 1784 already have automatic couplers and covered gangways, and anti- collision ends

70 Kingston Flyer Train

6/12/1971 Instructions to Addington Workshops to have the Kingston Flyer cars ready for lifting from Shops on 13/12/1971.

Instructions to Middleton Yard for the cars to be marshalled behind train van of No 147 leaving Middleton. AF 950 will be the extreme rear vehicle on the train and this marshal order will not be disturbed en route.

The marshal order of the cars is to be as follows:

AF 950 Tare 21-11-2 A 1521 Tare 19-11-0 A 1255 Tare 20-9-2 A 595 Tare 19-4-1 AA 1132 Tare 21-10-1 A 1518 Tare 19-9-1

27/5/1975 The Kingston Flyer cars are stored as follows during the winter:

4 cars Timaru locomotive depot 1 car Palmerston goods shed 1 car Invercargill railcar shed 1 car Invercargill locomotive shed

8/11/1982 The Kingston Flyer train is to be transferred to the Kingston – Fairlight section this day. Train is to be placed at Five Rivers.

6/11/1992 Rolling stock, etc, at Kingston:

Cars A 1521, 1518, 595, 1255 AA 1131 AF 950, 1172

Wagons No number – work / platform wagon VR 262 – store wagon VS 339 – store wagon YB 761 – ballast wagon YB 1633 – ballast wagon

Van F 41

Locomotive DSA 551 71 Westinghouse Brake

10/4/1900 Agreement to equip stock with the Westinghouse Automatical Air Brake on the Wellington – Napier – New Plymouth and Auckland Sections commenced on 21/7/1900 and completed on 31/12/1903.

9/5/1902 Second agreement to equip stock with the Westinghouse Automatical Air Brake on the Hurunui – Bluff Section commenced on 1/9/1903 and terminated on 10/12/1905 (16/12/1905 fitting of stock completed.

72 Sleeping Cars

27/6/1940 Curtains to be ordered from George & George Ltd, Wellington, 200 No 24 inches by 30 inches beige poplin. To be delivered to the Sleeping Car Depot,Thorndon.

These curtains are required to replace present stocks which are worn out and unfit for further use.

28/7/1944 Instructions to Otahuhu Workshops to build five 60 foot sleeping cars, body BP x26000, underframe BP x 26140, and bogies BP x26100. Each car to have eight two-berth cabins, kitchenette, and two lavatories. Cars to be numbered A 2013 to 2017.

73 Named Trains

1995 Lynx express between Picton and Christchurch withdrawn.

15/11/1999 Capital Connection into service between Wellington and Palmerston North.

2001 The following trains withdrawn:

Bay Express – Wellington to Napier Geyserland – Auckland – Rotorua Kamai Express – Auckland – Tauranga Waikato Connection – Hamilton – Auckland

2002 Southerner between Christchurch – Dunedin – Invercargill withdrawn.

2004 Northerner between Wellington – Auckland overnight train withdrawn.

9/2011 The TranzPacific service renamed the Coastal Pacific.

74 Number and Class Plates

8/12/1948 Exterior cast plates, second class, are to BP 2769

10/8/1949 The serviceable second class designation plates from the cars involved in the recent Ngaharaunga collision were forwarded to Otahuhu Workshops on 29/6/1949, in wagon R 96. 75 Footwarmers

8/7/1901 One hundred McLaren's Patent Footwarmers, provided with plain canvas covers, have been supplied and will be brought intouse on express trains between Christchurch and Invercargill immediately. In order that footwarmers may be traced, they are numbered on the ends from 1 to 100 and the canvas covers are branded NZR.

16/9/1919 Approval for the provision of a further 300 to 400 new footwarmers to replace those being condemned on the South Island Main Lines & Branches.

19/8/1920 Owing to coal shortages the use of footwarmers was discontinued on the North Island Mian Lines in 4/1918.

28/9/1920 When the McLaren footwarmers were first put into service they would remain hot up to five hours owing to the sodium acetate being put into a vacuum container.

At the present time it has been noticed the footwarmers frequently swell and bulge when being boiled, which indicates there is air inside, and the heating medium is doubtless often detriorated as a resuly of water leaking in when being boiled.

30/9/1922 Footwarmers are heated by immersion in open boilers fitted over coal-fired furnaces, as shewn on BP 4935. These boilers are installed at the necessary depots and are attended to by station staff. The footwarmers are filled with water with which 21lbs of acetate of soda is mixed, and as they cool down the temperature can be renewed by shaking up the contents, and the heating effect lasts for about eight hours. The footwarmers, if cold, require about two and a half hours immersion to bring to the necessary temperature.

27/2/1930 Approval to discontinue the use of footwarmers on the Westport Section.

7/6/1932 Picton – footwarmers have not been used for a number of years.

30/7/1932 Picton – twenty five footwarmers withdrawn.

12/7/1933 Picton – it is at least five years since footwarmers were used on this Section.

17/3/1938 Westport – trains on this Section are not steam heated, and no footwarmers are provided.

2/3/1942 Instructions to Hutt Workshops to manufacture 133 footwarmers, 15 of which are to be forwarded to Otahuhu Workshops and 188 to Addington Workshops.

24/3/1943 It has been decided not to provide footwarmers to trains this year and consequently no new footwarmers will be required.

26/1/1944 Footwarmers will not be provided on any trains during the forthcoming winter.

3/7/1945 In 3/1943 all districts (except nelson) were advised that owing to the difficulties in obtaining supplies of acetate of soda and the material for the manufacture of footwarmers, the use of footwarmers would be discontinued for the ensuing winter.

A similar position obtained during the winter of the following year, 1944.

5/5/1947 All footwarmers are to be forwarded to Hutt or Hillside Workshops.

18/5/1947 The use of footwarmers have been permanently discontinued throughout New Zealand,. 75 Footwarmers (Continued)

21/5/1947 Wellington – footwarmers have not been provided in trains since 1942. All this District's footwarmers were forwarded to Otahuhu Workshops.

3/6/1947 Invercargill – footwarmers forwarded to Hillside Workshops:

12/8/1942 14 (for repair, not returned) 6/10/1942 107 21/10/1942 8 Total 129

20/6/1947 Dunedin – use of footwarmers in this District was discontinued on 21/9/1942, 206 footwarmers were forwarded to Hillside Workshops on 16/10/1942.

24/6/1947 Otahuhu Workshops – 285 footwarmers will be forwarded to Hutt Workshops at an early date.

27/6/1947 Wanganui – all footwarmers allocated to this District were withdrawn and forwarded to Otahuhu Workshops in 10/1942.

3/7/1947 Christchurch – All footwarmers in the District were forwarded to Addington Workshops in 1942, and have since been forwarded to Hillside Workshops.

The number of footwarmers withdrawn from traffic was 166, but a number of old type footwarmers on hand at Addington were also forwarded to Hillside, making a total of approximately 600.

15/7/1947 Nelson – footwarmers have not been used for some months. They were only used for Nos 3 and 10 mixed trains on Fridays.

24/7/1947 It has been decided to discontinue the use of footwarmers on the Nelson Section.

31/7/1947 The twelve footwarmers at Nelson are to be forwarded to Hillside Workshops.

25/8/1954 No footwarmers are on hand at any workshops.

Drawing y35424 shows the type of footwarmer formerly used by the Department.

The proceedure adopted was to fill new footwarmers with sodium acetate through the aperture provided and stand in a bath of boiling water, at which temperature the sodium acetate melted. The footwarmers were left in the bath for two hours after the sodium acetate liquified and then removed and the sealing caps soldered on immediately. The level of the sodium acetate was about four inches from the top of the footwarmer before the cap was soldered on. The practice in service was to heat batches of footwarmers in a special bath of boiling water for at least two hours.

Heat is given out by this type of footwarmer in the first place because of its temperature but as this drops some of the sodium acetate crystallises out liberating further heat. After about eight hours the temperature of the footwarmer will have dropped appreciably. If it is then vigourously shaken further crystallisation will take place and there will be a substantial recovery of heat. This process may be repeated but the effect becomes progressively less.

In lieu of sodium acetate, sodium thiosulphate (photographers “hypo”) may be used. 76 Car Uses

28/11/1876 Special train of an engine and carriage left Timaru for the Waitaki, where it met a similar train from Oamaru. It took railway officials wanting to get to Dunedin. The Oamaru train took them as far as Moeraki, with the remaining journey to Dunedin being done by coach.

28/1/1877 Six boys caught trespassing in carriages parked at Timaru railway station.

10/11/1877 Train from Christchurch late again. Had eleven carriages and other wagons.

20/1/1878 Special train carrying Mr Conyers and other railway officials covers 100 miles from Christchurch to Timaru in 3½ hours; later carrying on to Oamaru.

12/3/1878 Sir George Grey arrives at Timaru by special train from Oamaru [via Waimate]. Engine, carriage and van of special train suitably dressed up.

26/4/1884 Locomotive Superintendent, Addington – Urging that bogie cars be kept for running on curved lines south of Waitaki.

11/6/1884 As to car No 310 being taken off Christchurch – Dunedin “express”, at Dunedin.

19/8/1884 Locomotive Superintendent, Addington – Proposes to use new four-compartment cars on branches, in place of ordinary cars and brake vans.

2/4/1885 District Manager, Dunedin – Complaining that inferior class of cars is put on excursion trains Christchurch to Dunedin.

23/2/1885 Dunedin – Proposing to exchange two cars with Waimea Plains Railway Coy.

29/7/1886 Wanganui – Opening of Manawatu Coy's line to Otaki – loan of cars to Company.

2/11/1886 Wanganui – Loan of cars, etc, to Manawatu Coy on occasion of driving last spike on their line.

9/3/1888 Wellington & Manawatu Railway Coy/Wanganui Section – Arrangement for through running of bogie car between Wellington and Wanganui, and use of Company's cars at Palmerston.

10/6/1888 Wanganui – Cannot recommend alteration of composite cars to suit through running with Manawatu Coy.

10/11/1888 Dunedin – Complaining of cars for West Coast being taken from his Section.

24/11/1888 Wanganui – Proposal of Manawatu Coy to run refreshment car into Patea.

30/4/1890 Running of Manawatu Company's dining car Longburn to Carnarvon and back for shooting party.

6/5/1891 Elevated roof car running on Otago Central Railway – dangerous in tunnel.

9/11/1891 Government cars loaned to the Manawatu Railway Coy.

20/1/1897 Consist of the Christchurch – Dunedin express:

A 423, 213, 237, 265, and 238 76 Car Uses (Continued)

29/3/1893 District Manager, Christchurch – Proposes to confine running of American cars having lantern roofs to Canterbury District and main line to Dunedin.

23/3/1903 Composition of the Orari-Timaru train on Saturdays is as follows: One ‘A’ composite [non smoker]; one ‘A’ four-compartment car; one ‘A’ second [non smoker]; one ‘C’ composite [smoker]; and one ‘C’ second [non smoker]. The ‘C’ cars are only used on Saturdays and are in good condition. Some ‘C’ cars are being converted into ‘B’ cars. This will be done in about six weeks time, and the latter will then be placed in this train.

19/7/1905 Two cars only are run on the Riverton to Nightcaps train.

26/7/1907 Only second class cars to be used on goods trains.

18/12/1907 Running compartment cars on trains to meet applications for reserved accommodation.

8/1908 “Fleet Week” - special train ran from Auckland to Wellington.

11/1/1909 General Manager – Permission for passengers to sleep in cars owing to lack of accommodation at Taumarunui and Ohakune.

10/7/1917 The Oamaru to Takarahi service, which consisted of a B class composite car (smoker) and an A class composite car (non-smoker) has been reduced to one four-compartment car except on days when the Ngapara service does not run.

The class A second class car on the Oamaru to Kurow service, which is used principally for school children between Papakaio and Duntroon, has been replaced by a class B second class car.

6/3/1910 Main Trunk express trains are made up as follows:

guard's van 1st class half-smoking car sleeping car(s) 1st class non-smoking car dining car 2nd class non-smoking car (2, 3, or 4) 2nd class smoking car postal car

5/8/1915 The more important trains are required to lift or put off cars at Lower Hutt.

12/11/1915 There is at present a continual exchange of men going on between Tauherenikau and Trentham Camps and No 759 (7.25am Masterton to Wellington) train is largely used.

27/3/1918 A first class car with long seats had been running on the Wellington – New Plymouth Mail trainbonce a week. It has now been replaced by a car with chair seats.

22/3/1920 The normal Wellington to New Plymouth Mail train consists of five cars in addition to the Wellington – Wanganui car.

20/9/1920 Two cars detached at Palmerston North from train No 913, Wellington to Napier express, leaving three first class and three second class cars from that station. 76 Car Uses (Continued)

7/10/1921 The Wanganui to Marton mixed train is provided with a four-compartment car.

27/1/1922 The Down Napier to Wellington Mail train consisted of postal car, guard's van, nine cars, and engine.

26/7/1923 One class A composite non-smoker and one class B smoer composite are run between Kohuratahi and Whangamamoana, and connect with the Stratford – Whangamamoana trains.

Two additional cars (A type) are run between Te Wera and Stratford. These are second class cars. One car is one third smoker and two thirds non-smoker. The other is half somker and half non-smoker.

5/11/1923 The public at Greymouth are agitating to have the birdcage cars reinstated on the Express trains.

Prior to the opening of the tunnel birdcage cars were used on the trains between Greymouth and Otira and Christchurch and Arthur's Pass.

The two birdcage cars at Greymouth have seating for eleven passengers in the saloon and six on each of the small compartments. The standard first class cars on the Christchurch to Greymouth run have seating for thirty-one passengers. On account of the limited load due to the grades, and the small compartments are never full, it is considered birdcage cars are unprofitable for running between Christchurch and Greymouth. The Christchurch cars which are used have seating for fifteen in the saloon and six in each of the two small compartments.

The long birdcage cars on the South Express trains have five small compartments each for six passengers, but there are not sufficient of these cars for the Christchurch to Greymouth trains.

9/9/1924 The birdcage car and one long second class car on the New Plymouth – Wellington Mail trains are to be withdrawn and those vehicles are to be replaced with a Ladies composite and one ordinary composite car.

6/1/1925 Approval for running of trains between Eskdale and Napier with the brake van in front of the cars. A car fitted with brackets for side and tail lamps to be the last vehicle. Westinghouse Brake to be in operation throughout the train.

2/9/1925 Composition of train No 610, Wellington to New Plymouth express:

Wanganui composite car Through composite car Second class non-smoking car Second class smoking car First class smoking car Ladies composite car

Composition of train No 612, Wellington to Napier express:

Second class smoking car Second class non-smoking car Second class non-smoking car Ladies composite car Birdcage car First class non-smoking car First class smoking car 76 Car Uses (Continued)

One compartment of the birdcage car provided on the Napier express train is frequently reserved for the sole use of constables with prisoners or mental health patients, invalids, and for Judges of the Supreme Court, etc.

4/2/1926 Train No 581, 12.4pm Wanganui passenger train consists of three composite cars and van, one of the composite cars is attached to train No 507 (Down New Plymouth – Wellington express) at Aramoho.

12/7/1926 Consist of the Auckland – Rotorua express:

1 guard's van 1 first class smoking car 1 first class car 1 birdcage car 2 second class cars 1 second class smoking car 1 second class car – put off at Putaruru 1 composite car – put off at Frankton

12/4/1927 Special trains for the conveyance of racehorses are sometimes run between Christchurch and Dunedin. These trains are made up of UG wagons, a car for passengers, and a guard's van, and are run at express train speeds.

It has been the practice to limit such trains to twenty vehicles.

19/10/1928 South Island night expresses comprise engine, ordinary cars, guard's van,sleeping cars, Z wagon, and other loads. Postal cars are not run on these trains. The sleeping cars run only between Christchurch and Dunedin, where they are either detached or attached.

13/6/1931 One four compartment car and one second class car, with bench seats, are used between Ross and Hokitika.

27/7/1931 Foxton Branch – Trains Nos 625 and 632 have one car (composite non-smoking).

Trains Nos 606 and 649 (and No 655 on Saturdays) have three cars – one composite smoking, one composite non-smoking, and one second class non-smoking.

31/7/1931 Consist of the Christchurch – Greymouth Mail train:

Engine 1 second class car – put of at Greymouth 1 first class car – put off at Greymouth 1 second class smoking car 1 second class car 1 first class car 1 first class smoking car

25/1/1932 Cars used on the Toko Branch:

A 75 39'-6” car, second class, no lavatory, long seats. A 342 First class compartment has Addington chairs. Second class compartment has longitudinal seats – centre lavatory. 76 Car Uses (Continued)

A 343 First class compartment has Addington chairs. Second class compartment has longitudinal seats – centre lavatory. A 344 First class compartment has Addington chairs. Second class compartment has longitudinal seats – centre lavatory. A 345 First class compartment has Addington chairs. Second class compartment has longitudinal seats – centre lavatory. A 408 42'-6” car, second class, no lavatory, longitudinal seats. A 568 44'-0” car, second class, no lavatory, longitudinal seats.

All cars were examined in very wet weather for leaky roofs, but there were no signs of leaks.

1/4/1932 Consist of the Thorndon to New Plymouth express:

1 van 1 first class car 1 composite car 1 second class smoking car 1 second class non-smoking car 1 composite car

4/5/1932 Waitara Branch – one four-compartment car is provided on all trains on this Branch.

Opunake Branch – One B class car with second class accommodation only is provided for all trains.

14/7/1932 Auckland – The composition of Nos 626 and 227 expresses is as follows:

2 second class 1 Ladies 2 first class 1 sleeping 1 van 1 postal

27/3/1933 Wellington – The usual composition of Nos 688 and 229 Limited expresses is two sleeping cars, two first class cars, two second class cars, and van, total seven vehicles.

11/7/1933 Trains Nos 345 and 389 (7.52am Dunedin to Cromwell mixed trains on alternate days), leaving Dunedin consist of one first class and three second class steam heated chair seated cars. At Wingatui two second class Addington chair seated cars are taken off and from there the accommodation consists of the first class car and a Scarrett seated second class car, half of each car being used for smoking.

23/10/1934 Mixed trains Nos 296 and 317, between Palmerston and Oamaru on Saturdays have two second class cars attached daily, one being for the use of school children.

14/1/1937 Car accommodation on train No 411 (11.45am Down goods with car, Dunedin to Ranfurly) consisted originally of one composite non-smoking car. This is to be replaced by a two compartment chair seated second class car.

26/6/1938 Composition of train No 188, Invercargill to Christchurch, leaving Invercargill:

A 1297 76 Car Uses (Continued)

A 1254 A 1424 A 1242 A 1463 A 929 A 1535 F 399 3 VB wagons 1 Z wagon

The first three cars were taken off at Dunedin and A 1522 (sleeping car) attached.s

21/2/1939 From this date, trains Nos 149 and 176 will consist of:

1 Z wagon 1 Guard's van 1 First class non-smoking (new day car) 1 First class smoking car 1 Second class soming car 2 second class non-smoking cars

15/12/1940 Consist of train from Manawatu to Wellington:

Engine, Z 313 (with milk), A 1321, 500, 534, 1420, 1570, F 466

11/8/1941 Wanganui - Fifteen longitudinal-seated cars were used exclusively in the service of a leave train which ran between Waiouru Camp Siding and Taihape each Saturday from 18/1/1941 to 8/3/1941.

17/7/1943 One ambulance car, two first class and one second class cars used to convey United States sick and wounded from Silverstream Bridge siding to Auckland.

5/2/1946 Composition of a Wellington – Palmerston North train:

AA 1717, 1711, A 1896, AA 1688, 1687, A 1901, 1870, 1929, 1913

25/3/1949 Trains Nos 149 and 176 (Christchurch to Greymouth express) – standard composition is two first class cars, two 56 seat and one Scarrett seated second class cars.

24/3/1955 The following cars, previously frequently used in traffic for picnic and weekend specials in the Christchurch area, were shopped at Addington as follows:

A 3 1/10/1954 A 784 26/4/1954 A 791 8/9/1954 A 944 15/11/1954 A 1143 12/8/1954 A 233 29/11/1954

3/5/1955 Composition of a Wellington – Taita train:

A 1315, 539, 166, 995, 1507, 1204, 892, 125, 1388, 1389, 1387, 803, 998, 802 76 Car Uses (Continued)

19/12/1958 Rewanui miners' trains:

R-6 1.30pm goods with car – three cars 863 2.28pm goods with car – two cars 850 3.30pm mixed – two cars

22/10/1960 No 688 Wellington to Auckland express had 13 total vehicles, including seven sleeping cars.

19/11/1960 Picnic train run for Timaru South School from Timaru to Waimate, consisting of ‘Ab’ 833; two vans; three 56ft steel cars and 11 wooden cars of various ages. Train ran non-stop through Studholme Junction.

31/12/1963 Christchurch-Timaru New Years excursion consisted of ‘Ja’ 1246 with six carriages and two vans.

9/6/1967 The consist of No 8 (6.30am Waitakere to Auckland passenger) train is four electric and one gas lit cars, and one gas lit car-van.

15/11/1967 Cars are in use on the following train sets, etc, today, 15 November, 1967:

(Note – in brackets, indicates service or set.)

Auckland District

Suburban North (A) 1489, 1233, 1602, 1652 (B) 1741, 1264 (C) 1663, 1656, 1649, 1815, 1355 (D) 975, 1165, 1134, 1651, 1358, 970 (E) 1047, 1609, 1669, 1268, 1352, 1685

Suburban South (F) 1070, 1257, 1015, 1421, 1630, 1136, 1071 (G) 1711, 1753, 1157, 1357 (H) 1740, 1748, 1653, 1678, 1628, 1657, 1666 (I) 974, 1164, 1742, 1016, 1196 (J) 1615, 1161, 1356 (K) 1182, 1506, 1811, 1613, 1222 (L) 1490, 1162, 1749, 1660 (M) 1644, 1684, 1631, 1680, 1675, 1665 (N) 1777, 1794, 1305, 1604

Onehunga Branch (O) 804, 1226

Auckland – Helensville local 425, 208, 1448, 1258, 1446, 1444

North Auckland “goods with car” trains (Otiria – Okaihu – Whangarei – Maungaturoto – Wellsford – Helensville) 1275, 1456, 1556, 1571, 1800, 1803

Huntly – Glen Afton 465, 1048, 1204, 1205, 1793

Line gang at Helensville 1591 76 Car Uses (Continued)

Morrinsville shunt (as van) 1168

At Auckland Depot (repairs) 973, 1017, 1033, 1068, 1073, 1209, 1330, 1590, 1600, 1632, 1744

At Frankton Depot (repairs) 969, 1596 (both cars used at Huntly)

Suburban spares 856, 1055, 1135, 1163, 1493, 1494, 1505, 1601, 1629, 1667, 1751, 1792, 1810

Awaiting condemning or conversion to EA class 976, 1452, 1484, 1485, 1597

At Otahuhu Workshops 1220, 1326, 1500

Wanganui District

Car for No 521 train 1263

Railcar relief (Taumarunui) 1327

Spares for Nos 529, 555, 542 trains 1559, 1790

Under repair 1306, 1567

East Town Workshops 1889, 1917

Wellington District

Suburban (A) 1986, 1925, 1910, 1216, 1783, 1776, 1774, 1688, 1830 (B) 728, 1059, 1682, 1681, 1239, 1709, 1648, 1786, 1805, 1328, 1310, 1677, 1218 (C 941, 391, 384, 1137, 1670, 1386, 1319, 1219, 1030, 1208, 1012, 1217 (D) 1232, 1020, 1318, 1029, 1267, 1146 (E) 1266, 1673, 1256, 1802, 1025, 1214, 1569, 1679, 1563, 1779, 1158, 1806 (F) 1350, 1834, 1687, 1826, 1798, 1801, 1562, 1317, 1794, 1235 (G) 1265, 1755, 1757, 1832, 1754, 1828, 1791, 1683, 1785 (H) 1022, 1772, 1769, 1782, 1837, 1836, 1788, 1312 (I) 1773, 1758, 1831, 1809, 1827, 1674

Suburban (Masterton) 1963, 1987, 1992, 2004, 2007

Suburban - spare 1240, 1323, 1324, 1799, 1813, 1814, 1829, 1833, 1835, 1840 76 Car Uses (Continued)

Masterton – spare 2004

At Depot (repairs) 353, 355, 1014, 1197, 1234, 1236, 1237, 1316, 1579, 1671

Awaiting condemning 1486, 1499, 1501, 1568, 1580

Held at Wellington for experimental gas heater trial 1712

At Hutt Workshops 1936

Christchurch District

Lyttelton line (A) 1430, 1428, 1463, 1528, 168, 1808, 25 (B) 1466, 1242, 1027, 1549, 1132, 1468, 1294

Lyttelton ferry service 1823, 1820, 1877, 1822, 1842, 1763, 1821, 1844, 1547

Burnham service 1731, 1701

Rangiora service 1708, 1702, 1720, 1706, 1734

Christchurch – Picton 1847, 1848

Christchurch – Picton (spare) 1849

Christchurch – Springfield 174

Greymouth – Otira – Rewanui 816, 1346, 1442, 1437, 1438, 1513, 1524 Greymouth – Otira – Rewanui (spare) 184, 1173, 1511, 1519, 1534, 1545, 1546, 1550

Spare suburban and local 1244, 1398, 1520, 1522, 1638

At Depot (repairs) 36, 1024, 1372, 1439, 1469, 1526, 1544, 1552, 1807, 1855

At Addington Workshops 1405, 1762, 1843

At Workshops (repairs) 1171, 1174, 1293, 1441, 1548, 1697, 1403

Awaiting condemning 1241, 1512, 1551

Dunedin District

382 / 421 trains 1637, 1378, 1255, 1230, 1246, 1514 390 / 439 trains 1380, 1990, 1968, 1960, 2000, 1997 295, etc, trains 1299, 1465, 1518, 1510, 1521, 1536, 1429

Mosgiel – Dunedin 1369, 1401, 1641, 949, 1250, 1427, 1249

Dunedin – Port Chalmers 1639, 1529, 1382 76 Car Uses (Continued)

Suburban spares 950, 1178, 1282, 1298, 1373, 1379, 1423, 1467, 1542

At Depot 1393, 1395, 1531, 1537, 1633

Awaiting repairs 930, 1172, 1243, 1436

Awaiting condemning 874

4/12/1979 Consist of Northerner service:

DX 2615, FS 75, A 1890, 1889, AD 710, A 1934, 1894, 1872, 1881, F 598, FP 21, ZP 4704.

Train replaced by buses at Taumarunui due to fltas on A 1934, 1894, 1872, 1881, and F 598.

2/1/1985 Morning southbound Southerner through Timaru consisted of DF 6133 and A 3389, 3006, 3338, AB 3511, A 3212, 3354, 3204 and F 2367.

25/3/1988 Steam Incorporated ran their King Country Railranger excursion today, from Palmerston North. The consist of the train is as follows:

AL 2073, A 2218, 56030, 56180, 56742, 56156, 56544, 56263, 56113, 56461

3/6/1988 Inaugural run of Ski Train from Auckland to Ohakune. Consist of train as follows:

DC 4093, ZA 4203, A 56156, 56030, 56263, AB 3528, A 3303, 3006, FM 318

26/6/1990 Special train run from New Plymouth to Kapnui using business car AD 1403 and a Northerner car.

30/4/1991 “Green” special train ran from Wellington to Palmerston North, the consist being:

AO 83, AG 153, A) 54, EA 7478, locomotive

7/1/1992 Southerner train No 144 arrived Timaru 5.02 pm., departed 5.07 pm. – Dx 5293, AO 19, AS 24, A 2135 and AG 130.

10/1/1992 Southerner train No 144 departed Timaru at 4.50 pm. – DX 5293, AO 48, AS 18, A 2143, and AG 90.

14/1/1992 Southerner No 144 arrived Timaru 5.08 pm. and departed 5.13 pm. – DX 5477, AO 48, AS 18, A 2143, and AG 90.

3/2/1992 DX 5327 and DX 5293 on Southerner train No. 144 when arrived at Timaru. DX 5293 taken off and left in yard. Departed Timaru 5.07 pm. – DX 5327, AO’ 48, AS 18, A 2143, AG 90, and HKP 59.

77 Suburban Cars

31/5/1904 Approval for workmen's trains to run between Timaru and Pareora. Stop at Normanby.

16/7/1913 Suburban passengers travelling in cars set apart for others on Manawatu Line. 77 Suburban Cars (Continued)

21/4/1914 Dunedin to Port Chalmers trains consist of ten cars.

17/4/1915 The 5.5pm and 5.12pm Wellington to Lower Hutt trains both consist of eight cars.

19/12/1916 The morning workers' trains from Petone have been re-arranged so as to keep the smoking and non-smoking cars together and direction boards have been placed indicating the position of the cars. This arrangement is an improvement and is working very well. The passengers appear to appreciate it.

29/8/1917 The 5.5pm Wellington to Upper Hutt trains consists of nine cars.

The 5.12pm Wellington to Upper Hutt trains consists of twelve cars.

15/9/1919 Cars are no longer put on the main line at Lower Hut in readiness for attaching to No 743. They are lifted from the car siding.

7/4/1920 The 3pm Lower Hutt to Wellington train is run with engine and two cars. This steam service replaced the petrol electric car.

22/9/1921 No 840 (10.35pm Wellington to Upper Hutt) train consists of seven cars, one guard's van, one wagon of perishables, one wagon of stock for Ngaharaunga, and one loaded G wagon for Trentham.

11/11/1921 The former 3.55pm motor train [railcar] from Wellington to Lower Hutt has been running regularly as a steam service.

21/6/1923 Train No 784 (2.10 pm Wellington – Lower Hutt) train on Saturday, 16th instant, was made up to twenty total – 19 cars and van, providing seating accommodation for 969 passengers – 286 first class and 683 second class.

31/10/1924 Tarin No 77 (12.15 pm Wellington – Upper Hutt) train is ordinarily made up of 14 cars and van on Saturdays and is further strengthened when rifle shooting commences at Trentham in October.

26/2/1927 No 813 (6.37pm passenger Upper Hutt – Wellington) train consists of WW engine, 17 cars, and one van.

8/6/1927 Cars are hauled from Upper Hutt and locked, are are not used until Lower Hutt.

30/8/1927 Cross-seated cars – During the recent race week the car services were re-arranged in order to provide the most suitable cars on the race trains and the cross-seated cars belonging to a spare set were used on No 787 (6.45am mixed train, to Wellington).

17/4/1928 The 3.10pm Lower Hutt to Belmont train has been recently abolished.

3/12/1928 Suburban trains commenced running to Waterloo.

12/1928 No 883 (8.16am Ngaharaunga to Wellington) train inaugaurated. For passengers at Ngaharaunga and Kaiwarra.

3/1/1929 Train No 814 (3.53 pm passenger Wellington – Upper Hutt) is made up of eleven cars. Six of these ar taken off at Lower Hutt, leaving five to go through to Upper Hutt, viz one composite 77 Suburban Cars (Continued)

non-smoker, one composite smoker, one second class smoker, and two second class non- smokers.

7/1/1929 Trains to Hutt Workshops for Workshops employees commenced running from Wellington to Workshops. Second class accommodation only.

11/1/1929 No 1716 (1.45pm Wellington – Waterloo) train puts cars for the Hutt Workshops employees train at Woburn, Monday to Friday.

15/3/1929 Two UG wagons, to be shunted off at Trentham, were placed on a passenger tarin in error.

16/3/1929 No 770 suburban passenger train consisted of WW engine, 16 cars, one guard's van, and one UG wagon. The UG wagon had horses from Otaki, the horses being unloaded on the platform at Trentham.

18/4/1929 No 770 trains consists normall of ten cars, van, and four cars, a total of 15 vehicles leaving Wellington. Engine is a WW class. The four rear cars are detached on the main line at Lower Hutt. Occasionally additional cars are put on at Wellington for trainees proceeding to camp at Trentham.

24/5/1929 The four flat-roofed cars attached to Train No 808 (5.16pm Wellington to Upper Hutt passenger) were attached to the rear and were detached at Lower Hutt. Two other cars were also detached at Lower Hutt.

11/1929 Composition of a Lambton – Upper Hutt train:

Engine A 520 Second class A 850 Second class composite (chair seats) A 980 First class smoking A 981 First class non-smoking A 673 Second class composite (bench seats) A 741 Second class standard (bench seats)

27/12/1929 The first class accommodation on No 800 (Lambton – Upper Hutt) is provided by two suburban composite cars. In this type of car there is very little difference between the first and second class seats, the seats in both cases being rigid and non-reversible.

There are six composite cars of this type allocated to Lambton and as far as practicable are distributed over the suburban services.

4/1/1930 On this date No 768 (12.18pm Wellington to Upper Hutt passenger) conveyed four UG wagons to Trentham.

22/7/1930 The Lambton allocation includes four B class cars and ten flat-roof cars. These cars are distributed on trains running between Lambton and Waterloo, and Lambton – Lower Hutt – Upper Hutt. During peak hours all car stock is in use and until the flat roof cars are replaced with new stock it will be necessary to make use of them.

Two flat-roof cars are run on each of the following trains:

No 1701 6.54 am Waterloo - Wellington passenger train No 1720 4.45 pm Wellington – Waterloo passenger train 77 Suburban Cars (Continued)

No 1721 7.6 pm Waterloo - Wellington passenger train No 1706 9.2 am Wellington – Waterloo passenger train No 1709 9.35 am Waterloo - Wellington passenger train

One flat-roof car runs on:

No 1724 5.41 pm Wellington – Waterloo passenger train No 1725 6.18 pm Waterloo - Wellington passenger train

During the daytime (outside of peak hours) and at nights the only low-roofed car used are two on Nos 1706 and 1709. The composition of these trains is:

1 second class standard smoking car 50 seats 1 flat-roof smoking car 48 seats 1 flat-roof non-smoking car 48 seats 1 standard half-smoking car 14 – 15 seats

Arrangements have been made to substitute another service for these trains, which will in future be made up as follows:

1 guard's car, smoking 36 seats 1 first class standard smoking car 32 seats 1 composite non-smoking car 14 – 28 seats 1 second class non-smoking car 44 seats

10/5/1932 The attaching of two cars to the rear of No 735 train at Lower Hutt discontinued.

The detaching of three cars from the rear of No 808 train at Lower Hutt discontinued.

3/11/1933 The 7.53 am Upper Hutt – Wellington train on 30/10/1933 consisted of the following:

F 206, AA 1673, A 1220, 1213, AA 1681, 1672, A 674, 422, 741, 375, 639.

5/11/1933 Suburban trains will commence operating between Papakura and Helensville.

25/7/1936 Consequent on the new platforms at Wellington (Lambton) being brought into use from Monday last (20th), the arrival of No 729 train from Melling is to be changed.

15/8/1936 It has been decided to eliminate first class travel on all trains arriving at Lambton from the Hutt and Waterloo lines before 8am and make these trains second classonly.

22/3/1938 At present two car-vans are used on the Wellington – Johnsonville trains.

6/1939 Composition of a Wellington – Waterloo train:

A 1204. 1205, 893, 274, AA 1018, 1146, 1064, 1487, 1031, 1030, 1024

30/7/1940 A 766 and 902 have recently been fitted with steam heating. These two cars are used between Dunedin and Mosgiel.

12/1940 Vehicles used in the Wellington suburban services:

110 cars 77 Suburban Cars (Continued)

10 car-vans 3 guard's vans.

20/1/1941 First class accommodation to be abolished on the following suburban trains:

Christchurch – Rangiora Christchurch – Templeton Dunedin – Port Chalmers – Mosgiel Invercargill - Bluff

22/1/1944 Train No 382, Mosgiel to Dunedin, consists of:

1 suburban car 7½ bench seated cars 2½ chair seated cars 1 car-van

Train No 431, Dunedin to Mosgiel, consists of:

1 suburban car 7 bench seated cars 1 chair seated cars 1 car-van

Train No 384, Mosgiel to Dunedin, consists of:

3 bench seated cars (ordinary passengers) 3 bench seated cars (school children) 4 chair seated cars 1 car-van

12/1944 Instructions issued to Otahuhu and Hutt Workshops, and Car & wagon Depot, Wellington, to stencil the seating capacity of each car on the inside end partitions on all cars used in the Wellington suburban area.

18/2/1946 Composition of a Wellington – Taita train:

AF 728, A 372, 371, 852, 848, 803, 1217, 1333, 1206, 1584, 419, 802

20/2/1946 Composition of a Wellington – Taita train:

AF 728, A 372, 371, 852, 848, AA 1056, A 803, 1217, 1333, 1206, 1572, 1325, 802

22/2/1946 Composition of a Wellington – Taita train:

AF 728, A 372, 371, 852, AA 1054, 1056, 1487, A 1217, 1333

1/3/1946 Composition of a Wellington – Taita train:

AF 728, A 372, 371, 852, 848, 803, 1217, 1333, 1206, 1584, 419, 802

4/81949 The following cars are used on the Dunedin – Port Chalmers trains: 77 Suburban Cars (Continued)

AF 884, 493 A 705, 902, 1176, 877, 543, 940, 795, 907, 911, 588, 935, 692, 796, 775, 694, 764, 799, 1009, 1003, 1005, 900 A 670, 22, 515, 516 reserved for school children

14/7/1950 Consist of No 658 (4.0pm Wellington – Paekakariki) train:

2 cars – 47½' 8 cars – 50' 1 van – 50'

19/2/1952 Consist of No 615 (7.12am Paekakariki – Wellington) trains:

1 - bench seater } For school children 1 - 72 seater } Van 3 - 51 chair seaters 1 - 72 chair seater 1 - car-van, chair seats 4 - 51 chair seaters engine

All with electric lighting except for car-van.

18/1/1954 Composition of suburban train to Wellington:

ED 104 A 451 AA 1056 F 506 A 1417 A 996 AA 1012 A 1322 AA 1146 A 534 AF 1046 AA 1136 AA 1013 AA 1023

17/2/1954 Instructions issued that class notices on the exterior of second class cars in regular and exclusive use on suburban trains may be eliminated when these cars are repainted. The class notices on all other cars should, however, be retained as at present.

The notices concerned are: exterior and interior “Second Class” transfers and the cast iron plates with the “2” numeral.

5/7/1954 No 676 (11pm Wellington – Paekakariki) train consists of six cars and van (gas lighting van only), and on Saturdays only a gas-lit car-van is used.

26/2/1963 The Dunedin suburban cars, which includes all cars not fitted with lavatories, viz, 60 seater cars, are permitted to run only between Port Chalmers and Mosgiel. 77 Suburban Cars (Continued)

12/1969 There are three AL class car-vans at Christchurch for Wellington, and are being forwarded to Wellington on 31/12/1969.

7/12/1979 Suburban passenger trains between Dunedin and Port Chalmers withdrawn.

11/1980 Cars ceased to be stabled at Taita during the weekend (because of vandalism).

78 Painting & Lettering Cars (Continues from Note 35)

7/7/1916 The present method of painting was introduced in 1911.

Many cars have a dingy appearance, but on removal of the dirt the painting was found to be in good condition.

79 Smoking Accommodation on Trains

4/9/1931 Approval for separate smoking accommodation not be provided on the following trains and thus permit of reduced car haulage:

Nos 312, 335, 315, 336, 310 Palmerston to Oamaru No 379 Dunedin to Balclutha Nos 390, 429 Milton to Clinton Nos 242, 244, 241, 248 Fairlie Branch trains

The four compartment car now run on train No 390 is to be replaced by a composite car.

80 Christchurch – Lyttelton Trains (Continued from Note 6)

22/1/1959 Train No E-45, the steamer express, consists seventeen cars and van.

4/8/1962 Train No E-45, Lyttelton to Christchurch passenger, consists of guard's van, four first class cars, and twelve second class cars which include eleven steel cars, two AA suburban cars, and three standard Scarretts.

During the winter months the service of E-45 is steam heated by means of a steam locomotive located at Lyttelton for this purpose. Owing to the length of the train this is done in two sections, the leading cars are placed on the second line at the wharf and heated directly from the locomotive while the trailing portion of the train stands in place at the ferry berth and is heated by means of a flexible hose from the locomotive.

28/2/1972 Suburban services between Christchurch and Lyttelton (except the steamer express services) discontinued from this date, becaue of insufficient patronage.

2/3/1980 Five trains each way ran today between Christchurch and Lyttelton for the Port of Lyttelton's “open day”. Trains consisted of three AC cars hauled by a DJ locomotive.

12/2/1984 Five trains each way ran today between Christchurch and Lyttelton for the Port of Lyttelton's “open day”. 81 Withdrawal of Passenger Accommodation

22/9/1958 Approval for the withdrawal of passenger accommodation on trains Nos 281, 306, 309, 315, 316, 319, 328, 346, and 357 from and including 28/10/1958, Frankton – Paeroa – Tauranga – Taneatua area.

30/4/1962 Last passenger train, special excursion, ran on the Little River Branch today.

26/2/1966 Passenger accommodation withdrawn on trains Nos 431, 449, 478, and 412, between Taumarunui and Taihape.

17/6/1968 Approval for the withdrawal of passenger accommodation from trains Nos 312 and 350, Dunedin to Palmerston on Fridays, after Friday, 28/6/1968.

82 Passenger Services

17/7/1929 Mixed trains are run between Whangarei and Hikurenui.

Mixed trains are run between Dargaville and Donnelly's Crossing.

28/5/1930 Between Westport and Mokihinui Mine, goods with car and mixed trains are run.

Picnic trains are run on the Cape Foulwind Branch to the Omau Domain in October, December, and January.

12/6/1930 Mixed and passenger trains are run between Nelson and Belgrove, and mixed trains only between Nelson and Glenhope.

21/6/1930 Cape Foulwind Branch (taken over with this disestablishment of the Westport Harbour Board in 10/1920) – two mixed trains are run between Westport and Oamu on Saturdays only.

The line between Oxford West and Sheffield has been abandoned for some years as far as passenger trains are concerned.

Mixed trains run between Rangiora and Oxford West.

The Eyreton Branch has one mixed train eac way four days per week.

Mixed trains are run between Christchurch and Darfield, but no passenger accommodation is provided on the Whitecliffs Branch, this having been replaced by buses about 1927.

Passenger accommodation is not provided on the Rapahoe Branch and between Blackball and Roa (on the incline). Mixed trains are run between Blackball and Ngahere.

Mixed trains run between Greymouth and Ross.

Recently one of the mixed trains between Ashburton and Christchurch was changed to a passenger service.

A passenger train runs between Southbridge and Christchurch and return three days per week. This service, consisting of a UA class engine, two cars and one van is stationed at Southbridge.

Passenger services on the Little River Branch are worked by the electric railcar. 82 Passenger Services (Continued)

Mixed trains, with second class accommodation only, are provided on the Methven Branch.

Local passenger trains are run between Ashburton and Timaru. Between Timaru and Fairlie, two passenger and one mixed trains are run each way, but no passenger accommodation is provided between Fairlie and Eversley.

A passenger service is run on the Springburn Branch, with an N class engine, two cars and one van being stationed a Springburn.

A passenger service, using steam heated cars, is run between Oamaru and Kurow. No passenger service is provided between Kurow and Hakataramea.

The Ngapara and Tokarahi Branches have no passenger services.

Between Waipahi and Edievale, and Gore and Waikaka, mixed trains are run.

A “Ford” railcar is used to provide the passenger services on the Switzers Branch.

On the Waimea Plains Branch, one mixed train (second class accommodation only) and one passenger train are provided.

Invercargill to Bluff – mixed and passenger trains are run.

Invercargill to Tokanui – mixed train with second class accommodation only is run.

Mixedtrains are run on the Hedgehope Branch.

Mixed trains, worked from Lumsden, are run two days a week on the Mossburn Branch.

Invercargill to Tuatapere – mixed trains are provided.

Passenger trains are run between Invercargill and Riverton and Wairio.

13/7/1930 The Wellington to Auckland Daylight Limited expresses discontinued.

The Wellington to New Plymouth night expresses discontinued.

The Oamaru to Kurow passenger trains discontinued and mixed trains only passenger services now provided.

Dunback Branch – passenger accommodation to be withdrawn.

Between Ohakune and Marton, there are three through express trains daily and mixed trains are provided for the local traffic.

On the Opunake Branch, there is a goods with car service, providing second class accommodation only.

On the Toko Branch, mixed trains are run between Stratford and Tahora.

Between Napier and Eskdale, two mixed trains run each way each day.

Ngatapa Branch – mixed trains are run. 82 Passenger Services (Continued)

Woodville to Masterton – three mixed and one passenger trains each way per day.

Trains Nos 759 Masterton to Wellington and 802 Wellington to Masterton passenger also work frozen meat and general goods in bogie wagons when offering.

Train No 787 Masterton to Wellington goods, has a car attached between Masterton and Cross Creek and Upper Hutt and Wellington.

Train No 823 Masterton to Wellington goods, has a car attached between Masterton and Cross Creek.

Train No 734 Wellington to Masterton goods – cars are attached between Cross Creek and Masterton.

Train No 752 Wellington to Masterton goods – cars are attached between Wellington and Upper Hutt and Cross Creek and Masterton.

Greytown Branch – ten mixed trains per day.

24/2/1932 Passengers are carried on the Sanson Tramway's (Manawatu County Council) trains Nos 619 and 634 on Fridays. These trains run Sanson – Himitangi – Foxyon and return.

23/5/1932 Mixed trains run Invercargill – Lumsden – Mossburn bi-weekly.

2/6/1932 No passenger services on Hedgehope Branch.

3/6/1932 Otiria to Okaihau - mixed trains. Whangarei to Opua - one mixed train, one express. Opua to Whangarei - two mixed trains, on goods with car.

6/6/1932 No passenger services on Dunback and Ngapara Branches.

7/6/1932 No passenger services on Waikaka Branch McNab Junction to Waikaka).

8/6/1932 Passenger traffic on the Switzers Branch, which was served by a Ford Rail Motor, was abandoned some time ago.

9/6/1932 No passenger service on the Glenham Branch.

13/6/1932 Goods trains with car run between Hawera and Opunake and return.

22/7/1932 Two goods with car trains between Frankton Junction and Cambridge.

24/8/1932 A mixed train is run between Kurow and Oamaru and return. In 1930 a passenger train was tried for a short time but the revenue did not cover the extra expenditure so it was discontinued.

Passenger trains run between Christchurch and Waiau, and two run between Christchurch to Parnassus (on the Cheviot Branch) daily.

25/8/1932 Second class accommodation only has been provided on the Methven Branch for many years.

No passenger services on the Waimate Branch – now provided by road services. 82 Passenger Services (Continued)

26/8/1932 Mixed trains run between Ashburton and Springburn.

Mixed trains run between Fairlie and Timaru, with the service stationed at Fairlie).

31/8/1932 The electric railcar is run between Christchurch and Little River, and is supplemented by a light steam servic on market day and other ocassions when the railcar cannot handle the traffic. The light steam service is provided by a U class engine, two cars and a van.

The railcar is currently replaced by the light steam service owing to the necessity for replacing one of its batteries.

4/7/1932 Two return passenger services are provided between Foxton and Palmerston North. These are mainly used by school children. A WF class engine is stationed a Foxton.

7/10/1953 Two mixed trains run Monday to Friday between Greytown and Woodside Junction and return.

2/11/1953 Mixed trains on the Fairlie Branch ceased today, now goods only.

31/12/1953 First class accommodation is now eleminatedon the following Wellington to Palmerston North trains: Nos 600, 611, 640, and 641.

First class accommodation will not be provided on special trains Nos P12 and P14, Palmerston North to Napier, 19 December, 1953 to 16 January, 1954.

7/3/1956 Balclutha to Tahakopa – one goods with car Monday to Friday, and one passenger train on Tuesdays.

83 Last Run of Northerner Service

12/2004 Final day for the Northerner services, the last overnight express train in this country.

It was announced on 29 October, 2004, the last runs of trains Nos 202 and 203 would be in two weeks time, on Friday, 12 November, 2004.

At Britomart in Auckland and at Wellington station, the two departing trains attracted a substantial crowd of observers. Train No 202 left Wellington at 8.56pm with DCP 4663 and a five total consist comprissing van AG 147 and cars A 2100, AO 123, ASO 108, and AO 83. From Britomart, train No 203 left at 11.11pm (due to the last arrival of train No 200, the Overlander, the cars from which were required for the last Northerner service, with DCP 4790 leading the train consisting of van AG 222, AO 117, ASO 136, AO 48, and AO 209. The DCP locomotives hauled the train for the entire journey, rather than the usual change to electric locomotives between Palmerston North and Hamilton.

DCP 4628 was attached to the northbound train at Hamilton. This locomotive hauled the first Northerner into the new Britomart station on 7 July, 2003.

84 Rawlings Half-Drop Windows

24/5/1938 P.Y.P. worm driven half-drop windows are manufactured by the Rawlings Manufacturing Coy Ltd, England and have proved the most satisfactory, while experience with other types has exposed defective features. 84 Rawlings Half-Drop Windows (Continued)

31/5/1938 Approval for placing an order for 1,227 half-drop windows, at a total cost of £7,262.10.9.

13/8/1940 Rawlings windows are now being fitted to car windows and tests have been carried out in the Mihiwaka Tunnel. The results of the tests showed these windows were perfectly tight against smoke and did not admit dust and draughts.

11/4/1956 The half-drop type of window used by the Department is relatively slow to operate owing to the worm drive used in this design. The mechanism is very robust, however, and provides for positive and complete closure of the window when required.

Any difficulty experienced in opening or closing the windows is due to the present labour position, which precludes, to some extent, regular attention being given to them, but evry endeavour is made to lubricate the mechanism and maintain the windows in a reasonable working condition.

85 Curtains on Vestibule Doors in Northerner Cars

8/8/1978 When the Northerner started running complaints were received that the fluorescent lighting in the vestibules was shining through the glass in the doors and disturbing the passengers who were endeavouring to sleep. To overcome this problem curtains were fitted to alll doors leading from the vestibule to the passenger compartment of the car.

86 Improved Seating in Cars

2/1928 Owing to the increasing motor competition the matter of improving the present old type longitudinal seating in cars by providing chair seats is urgently required. It is suggested chair seats in non-standard composite cars be exchanged with bench seats in second class standard composite cars to improve the latter, in view of their use on express trains.

It is also suggested when building new cars for the South Island expresses, 50 foot instead of 47½ foot cars be adopted to permit of the cars being fitted with adjustable chair seats similar to those in use on the Main Trunk expresses in the North Island. The non-recersible straight- backed seat is unsuitable for long distance journies in this country, where the travelling public have become accustomed to seats facing the engine.

87 Royal Tours

10/1934 The following is to done in connection with the visit of the Duke of Gloucester in the North Island at Otahuhu Workshops:

AA 1687 (second class) Convert to Royal Dining Saloon and Storeroom. To be fitted with dining saloon, corridor, two mahogany statined dining tables, eight dining room chairs, a smell serving table, a side board, and a wine cupboard. Storeroom to be fitted and a vestibule at the south end.

AA 1688 (second class) Kitchen car. Oval windows on brake side remove and fit square windows. To be fitted with three sinks and benches, two 10 gallon hot water tanks, table, cupboard, heavy table, side board, and meat safe. SKF bogies to be fitted. 87 Royal Tours (Continued)

AA 1709 (first class) To main dining car. Fit eleven tables.

AA 1710 (first class) Car for Railway Board, to retain SKF bogies. To be fitted with two 2-berth cabins, a 4-berth cabin, kitchenette, lounge (many furnishings and fittings from AA 1265), shower room, and lavatory. Observation end to be fitted.

A 1809 Staff sleeping car (Refreshment Branch). To be fitted with bunks. SKF bogies from AA 1265 to go under A 1809, and A 1809's bogies to go under AA 1265.

AA 1619 (Touring Car) -

F 520 (Brake Van) To be fitted with six bunks and a washbasin.

AA 1780 and 1781 Sleeping cars.

AA Day Cars (First class, Main Trunk)

AA 1824 Built Royal Car.

AA 1591 and 1594 To combined dining and stores cars, each with a kitchen, ten tables, and 54 chairs.

Reconversion after Royal visit:

AA 1824 To Vice Regal Car, with kitchenette. Remove vestibule. AA 1687 and 1688 To second class Main Trunk cars. AA 1709 To first class Main Trunk car. AA 1265 To second class car. AA 1710 To remain as Railway Board's car. F 520 To original van. AA 1591 and 1594 To two compartment cars.

Pilot Train consisted of:

AA 1600 (first class), AA 1061 (sleeping car), AA 1591 (dining and store), F 464.

Emergency Train consisted of:

AA 1601 (first class), AA 1594 (dining and store), F 465.

18/9/1934 The following is to done in connection with the visit of the Duke of Gloucester in the South Island at Addington Workshops:

A 1825 Build Royal Car.

A 1819 (under construction) As Royal Dining Car, with dining saloon, corridor, and store room. SKF bogies to be fitted. Vestibule to be fitted at one end. To be equipped with two mahogany stained dining tables, eight dining room chairs, small serving table, side board, and wine cupboard. 87 Royal Tours (Continued)

A 1820 (under construction) To be kitchen car. SKF bogies fitted.

A 1821 (under construction) To be main dining car. To be equipped with five tables 3'-8” by 2'-9”, side board, five tables 2'-0” by 2'-9”, and one table 2'-1” square to fit in corner.

A 1617 (Tourist's Car) Fit recessed end and door at lounge end, fit SKF bogies.

A 1655 (General Manager”s Car)

A 1759 (Day Car) First class coupe. To be fitted with SKF bogies.

A 1823 (under construction) To Staff Sleeping Car. All partitions to be temporary. Six seat compartment at one end. Fit with twenty bunks.

A 1822 (under construction) To Staff Sleeping Car (Refreshment Branch). Fit with temporary partitions and twenty bunks.

F 549 (Brake Van) Fit with two bunks, washbasin, and table.

A 948 and 1009 To combined dining and store cars for use on the Pilot and Emergency trains. End lavatory partitions and fitting to be removed. A kitchen, with nine tables and 48 chairs, to be fitted.

Six 47½' first class cars and two brake vans for the Pilot and Emergency trains.

A 1734 Special sleeping car, converted from second class car. Remove lavatory, etc. To be fitted with four sleeping cabins, 10-berth compartment, and centre lavatory.

Reconversion after Royal visit:

A 1825 To Vice Regal Car. Fitted with gas cylinder and kitchenette. End door at lounge end. A 1819 to 1823 To first class cars. SKF bogies to be fitted to original cars. A 948 and 1009 To first class cars, with centre lavatories. A 1734 To second class main line car.

Pilot Train consisted of:

A 1511 and 1512 (first class), A 948 (dining and store), F 492.

Emergency Train consisted of:

A 1510 (first class), A 1009 (dining and store), F 495.

1/1935 The Duke of Gloucester made a tour from December, 1934, to January, 1935.

8/7/1935 The final cost of A 1825 was £5,497.13.3.

9/1943 Mrs Eleanor Roosevelt toured the North Island between 27 August and 2 September, 1943, with special trains run Auckland to Rotorua, and Wellington – Palmerston North - Taihape. 87 Royal Tours (Continued)

5/10/1949 Five cars were shipped to the South Island for the Royal Tour and three were returned to the North Island. The cars were dismantled and prepared for shipment at Hutt Workshops, shipped from Wellington, and landed at Lyttelton. The cars were reconditioned at Addington Workshops before being returned to the North Island on 25 June, 1949 (to Hutt Workshops).

AA 2011 } shipped per Waiana A 1879 } AA 1824 } shipped per Waipiata AA 1710 } A 2010 } shipped per Waimarino

The above cars, along with South Island cars A 1825, 1875, 1990, 1995, and F 610 had repairs, alterations and renovations carried out at Addington Workshops.

The cars were to be used as follows:

A 1879 Staff sleeping car AA 2011 Royal dining car – dents removed from panels A 1825 Royal car – lavatory and bathroom alterations AA 1710 Minister's car – kitchen and lavatory alterations AA 1824 Royal car - kitchen and lavatory alterations A 1990 Kitchen car – lavatory removed, interior stripped, linoleum laid, fitted with kitchen and associated equipment. F 610 Baggage car – Frame for partition erected, linoleum laid A 2010 Staf sleeping car – bunks removed, frame for partition erected A 1875 Semi-sleeping car – bunks removed A 1995 Dining car – Partitions removed, tables,cupboards, etc, and linoleum fitted

All the above cars were restored to their original condition after the cancellation of the Tour was announced on 17 February, 1949.

16/10/1949 AA 1824 fitted with plates at Hutt Workshops. [With Royal crests?]

29/10/1953 Two sleeping cars are to be forwarded from Auckland to Whangarei for use by members of the Department of Internal Affairs staff on the evening of Monday, 28 December, 1953.

10/3/1954 For the Royal Tour from December, 1953, to January, 1954, the following stock was altered for the North Island tour:

AB 707 and 702 altered at East Town Workshops.

AA 1824, 1619, 2011, F 595, AA 1621, A 1883, AA 1710, A 2008 and 2009 were worked on at Otahuhu Workshops.

For the South Island tour, the following were altered:

JA 1262 and 1263 built new at Hillside Workshops.

A 1655, 1875, 1825, 1617, 1872, F 607, A 1921, 1922, 1923 at Addington Workshops.

Preparations for the Royal Tour were carried out in the North Island from 23 December, 1953, to 17 Januray, 1954, and in the South Island from 16 January to 30 January, 1954. 87 Royal Tours (Continued)

The consists of the Royal trains were as follows:

Royal and Pilot Trains

Hastings – Palmerston North – New Plymouth 2 locomotives (DE class) 1 brake van (56'-0”) 7 cars (five 56'-0”, one 55'-0”, one 50'-0”)

Trains ran empty Wellington to Hastings, Aramoho to Wanganui, and New Plymouth to Wellington.

Wellington – Masterton 2 locomotives - 2 AB class Wellington to Summit - 2 H class Summit to Cross Creek - 2 AB class Cross Creek to Masterton and three Fell vans 1 brake van (56'-0”) 4 cars (three 56'-0”, one 55'-0”)

Trains ran empty from Masterton to Wellington.

Greymouth – Christchurch 2 locomotives - 2 AB Greymouth to Otira - 5 EO Otira to Arthur's Pass - 2 JA Arthur's Pass to Christchurch 1 brake van (56'-0”) 7 cars (four 56'-0”, two 50'-0”, one 47'-6”)

Trains ran empty Christchurch to Greymouth.

Timaru to Dunedin 2 locomotives (JA class) 1 brake van (56'-0”) 7 cars (four 56'-0”, two 50'-0”, one 47'-6”)

Trains ran empty Christchurch to Timaru and Dunedin to Christchurch.

3/8/1962 AA 1824, at Hutt Workshops, is to be returned to Wellington by this date.

6/8/1962 An 88-seater twin-set railcar will be used for the Pilot train and the composition and marshall order of the Royal train will be as follows:

2 DG locomotives DG 786 and 784 2 56'-0” vans F 609 and 606 1 first class car A 1847 1 Vice Regal car AA 1824

13/8/1962 AA 1824 forwarded to Picton.

25/8/1962 AA 1824 is required at Christchurch on this date. 87 Royal Tours (Continued)

11/10/1962 Thai Royal Tour, 18 to 26 August, 1962. The Vice Regal Car AA 1824 was forwarded to Picton, then to Christchurch and return. The Royal train consisted of AA 1824, A 1847 (with seats refurbished), F 606 and 609.

A railcar was used as the Pilot train.

Hutt Workshops carried out special preparations to AA 1824, including repainting, before the car was forwarded to the South Island.

Addington Workshops carried out special preparations to the South Island stock, viz:

RM 127 F 606 Fit kitchen and change axles F 609 A 1847 Fit linoleum to floor and repaint

F 606 - 100mm axles (borrowed) placed in bogies and 90mm axles are to be restored after running on the Royal train.

16/1/1963 Bunk cars are required at Opua in connection with the Royal visit.

Cars are to be provided in connection with the Royal visit as follows:

3 sleeping cars } 5 bunk cars (Signals train) } 1 generator car (Signals train) } Wellington to Auckland and return 1 Vice Regal car } 1 Vice Regal staff car }

Five bunk and one generator car at to run between Auckland and Opua on 5 February, 1963, and one first class car is to be run from Opua to Auckland on 6 February, 1963.

24/3/1970 Special trains run to carry school children to Kingsland on Tuesday, 24 March, 1970, to enable the children to attend the Royal visit at Mount Eden Park.

8/4/1970 At the request of the Director of Royal Visits, two railcars were positioned at Greymouth to convey the Royal party from Greymouth to Springfield in the event of the Hokitika airport being closed by adverse weather conditions. The service was not utilised.

88 Capital Cost of Electric Lighting Cars

1/4/1932 The cost of fitting 186 cars with electric lighting in the North Island was £77,228.9.8. Cars fitted are as follows:

Type of Car Quantity Fitted Building Date of Cars AA 12 1908 Sleeper 2 1909 AA 8 1909 Sleeper 1 1912 AA 16 1912 4 1923 8 1924 88 Capital Cost of Electric Lighting Cars (Continued)

A 1 1907 1 1909 12 1910 11 1911 23 1912 47 1913 3 1914 9 1915 1 1916 3 1923 12 1924 10 1925 2 1926 Total 186

1/4/1932 The cost of fitting 141 cars with electric lighting in the South Island was £55,250.15.5. Cars fitted are as follows:

Type of Car Quantity Fitted Building Date of Cars A 1 1903 5 1906 2 1909 3 1911 13 1912 23 1913 7 1914 31 1915 19 1916 14 1923 11 1924 9 1925 3 1926 Total 141

89 Capital Cost of Strengthened Ends in Cars

1/4/1932 The cost of fitting 14 cars with strengthened ends in the North Island was £1,019.14.11. Cars fitted are as follows:

Type of Car Quantity Fitted Building Date of Cars AA 3 1908 6 1909 5 1919 Total 14

90 Car Uses (Continued from Note 76)

4/11/1931 The issue of invitations to use the Parliamentary cars on the race trains to the races at Trentham are to be confined to Members of Parliament and the Press and superior officials of the racing club and Racing Conference. 90 Car Uses (Continued)

9/11/1984 DJ 3596 with cars A 2178, 2119, 2143, 2151 and FM 831 ran from Christchurch to Timaru and return as a special Christchurch Show Day excursion.

2/1/1985 Morning southbound Southerner through Timaru consisted of DF 6133 and cars A 3389, A 3006, A 3338, AB 3511, A 3212, A 3354, A 3204 and F 2367.

29/7/1986 Southerner car A 3303 in Timaru yard.

30/6/1988 DJ 3424 and pilot train for new Southerner service displayed at Timaru railway station. Guests provided lunch on train. Cars consisted of FM 347, A 2100, AS 24, A 2119 and AD 1403.

4/7/1988 New Southerner service starts – DJ 3096 and 3228 on train No. 143; and DJ 3113 and 3539 on train No. 144.

1996 During the 1995-96 Christmas and New Year holiday period, the South Island cars were used as follows:

Tranz Alpine AO 146, 152, 169, 175, 181, 198; ASO 149, 151

Coastal Pacific AO 221, 238; AS 30; AL 2009 AO 77; A 2100 also on busy days

Southerner AO 19; ASO 27; AO 48 on one set AO 25; ASO 14; AO 54 on other set

11/10/2002 AS 30 and AO 60 at Timaru during a steam excursion.

91 Capital Cost of Cars – 31 March, 1936

31/12/1936 The capital cost of cars is as below:

Cars – North Island

Class Car Nos No of Cost per Total Cars Car Cost £ £ A 99 965 95535 915, 919, 920, 921 44 1216 53504 925 1 1240 1240 38 1205 45793 16 1190 19041 31 746 23116 1164 – 1168 5 1161 5805 1158, 1212, 1213 } 7 1641 11489 1216, 1217, 1220, 1321 } 1208, 438, 439, 1215 } 1386, 1412, 1422, 1302 } 17 1061 18037 1357, 1311, 1341, 1342 } 1314, 1324, 1325, 1556 } 1384 } 25 978 24460 69 878 60566 1303 1 1164 1164 8 1005 8043 91 Capital Cost of Cars – 31 March, 1936 (Continued)

Class Car Nos No of Cost per Total Cars Car Cost £ £ 1456 – 1458, 1475 } 1476, 1477, 1502 } 7 1447 10129 25 1012 25290 1472 1 1347 1347 12 1412 16949 7 1817 12719 223 1 986 986 2 1195 2389 6 1211 7268 1558, 1564, 1568,1569 4 1717 6868 1562, 1571, 1572, 1579 4 2297 9189 7 1365 9556 1611, 1612, 1607 – 1610 6 1822 10932 8 1298 10386 5 1860 9299 1777 – 1779, 1785, 1786} 1787 – 1803 } 22 2155 47416 1817, 1818 2 2823 5646 1809 – 1816 8 2739 21912 488 1180 576074

Cars – South Island

Class Car Nos No of Cost per Total Cars Car Cost £ £ A 139, 299, 696, 726, 700 } 701, 708 } 30 965 28933 25 929 23233 785 1 969 969 769, 775, 778, 874, 884 } 772, 789 } 7 986 6903 19 952 18085 36 957 34437 30 1109 33279 929, 932, 953, 956 } 905, 907, 909, 937, 938 } 12 1220 14647 939 } 6 1133 6796 1004 – 1007, 1139 } 1141, 1142 } 7 1240 8677 1008 1 1115 1115 154, 524 2 828 1656 6 1195 7171 1176 1 1164 1164 3 1161 3483 1177 1 1190 1190 11 689 7582 23 772 17753 11 881 9687 32 760 24350 5 1452 7260 15 905 13585 1525 1 2152 2152 91 Capital Cost of Cars – 31 March, 1936 (Continued)

Class Car Nos No of Cost per Total Cars Car Cost £ £ 1510 – 1517,1519, 1526} 1532, 1533 } 12 1354 16252 1520, 1521, 1522, 1523 } 1634, 1637 } 6 2701 16207 6 1817 10902 1524, 1525, 1528 } 1545 – 1552, 1554 } 12 1463 17553 36, 1534 – 1541 } 163, 1635, 1636, 1638 } 17 1615 27447 1639 -1642 } 1542 – 1544 3 1638 4915 1617 1 6271 6271 1655 1 5639 5639 7 4573 32009 13 3430 44595 20 2938 58753 10 3234 32343 1819 – 1823 5 3468 17336 1825 1 5684 5684 399 1429 570032

Cars – North Island

Class Car Nos No of Cost per Total Cars Car Cost £ £ AA 1 1347 1347 Not 22 1196 26303 Sleepers 3 1447 4341 18 1192 21454 20 1047 20933 1265 GM 1 1640 1640 19 1544 29328 4 1128 4514 24 1391 33390 1619 1 5306 5306 1628 – 1632 } 1643 – 1647 } 10 2412 24119 1665 - 1686 22 2661 58549 Rotorua service 9 4359 38330 Rotorua service 2 4045 8089 Rotorua service 5 5242 26209 10 3675 36746 1739 – 1758 20 3294 65878 1653, 1654, 1769 – 1771 5 3739 18695 1772 – 1776 5 3284 16418 1782 – 1784 3 3270 9810 1804 – 1808 5 2243 11213 1824 1 5498 5498 210 2229 468111

Cars – North Island

Class Car Nos No of Cost per Total 91 Capital Cost of Cars – 31 March, 1936 (Continued)

Class Car Nos No of Cost per Total Cars Car Cost £ £ AA 4 1431 5723 Sleepers 3 1494 4481 1 1632 1632 2 1432 2865 1 8285 8285 4 6613 26451

1780, 1781 2 5529 11058 17 3559 60495

Cars – South Island

Class Car Nos No of Cost per Total Cars Car Cost £ £ B 3 521 1563 3 521 1563

92 Car Details – All Sections – 1897

5/1897 Details of cars:

Class Description Length Over Average Tare Maximum Buffer Heads Distributed Load Tons Cwt Tons A 35' Saloon Car 37'-6” 12 8 2 A 37½' Saloon Car 40'-0” 12 8 2 A 39½' Saloon Car 42'-0” 12 8 2 A 41' Saloon Car 43'-6” 12 15 2 A 44' Saloon Car 46'-6” 13 8 2½ A 44' 4-compartment Car 46'-6” 11 10 2½ A 44' First Car 46'-6' 11 0 2½ A 44' Second Class Car 46'-6” 11 0 3 A 44' Composite Car 46'-6” 11 0 2½ A 42½' First Class Car 45'-0” 10 15 2½ A 42½' Second Class Car 45'-0” 10 15 3 A 42½' Composite Car 45'-0” 10 15 2½ A 39½' Second Class Car 42'-0” 10 10 2½ A 39½' Composite Car 42'-0 10 10 2½ A 35' Second Class Car 37'-6” 10 16 2

B 31' Bogie Car 33'-6” 8 14 2 B 31' Bogie Car, Postal 33'-6” 8 19 2

C 31' 6-wheel Car 33'-6” 7 0 2

D 20' 4-wheel Car 22'-6” 4 10 2

93 Car Painting Specifications – 1907 93 Car Painting Specifications – 1907 (Continued)

1907 Car painting specifications:

New Car Work, Outside (Bare Wood Panels)

1 First Coat – Thin prepared Pullman colour (already ground in gold size), with turps. Coat carefully and quickly, filling up all nail holes and cracks with colour, spread evenly. This coat should be used thinner than ordinary coating, wood just showing through.

2 Stop all nail holes and screw holes with hard stopping or Japan putty, pressing well into the holes: if hard stopping used, it may be with dry vegetable black or patent filling. Face up stopping slightly above the level and face down with composition pumice block, sand-paper or emery-cloth; the whole work to be sand-paperes before applying another coat. If time for hardening permits, putty in bladder may be used, and faced up with hard or Japan putty, and faced down as above.

3 Second Coat – Repeat with same colour as first, only add more solid colour to strengthen the covering properties. As the coat proceeds examine carefully and stop anything that may have been missed.

4 Third Coat – Varnish colour. Add sufficient undercoating varnish to Pullman colour to form a fair gloss, and apply.

5 Fourth Coat – Repeat same as previous coat.

6 First Coat of Varnish – Hard body to be used.

7 Flat down, stencil scrolls, and pick out in yellow as per pattern boards (composition of Middle and Orange chrome). When dry give scrolls and heavy picking lines a second coat to make them perfectly solid.

8 Give second coat of hard body varnish. When dry damp down and give third coat hard body. Minimum time between these coats, twenty four hours. Flat down and give fourth coat finishing body varnish. Minimum interval to dry, seven to eight days. Damp down and give last coat of finishing body. Minimum time before going into traffic, fourteen to twenty one days.

Note: As the climate of New Zealand differs on the various sections, the following will be found more suitable for some districts. The method already described is suitable for warm, dry climates, and the following for moist atmospheres:

9 First Coat of Colour – Add a little vegetable black to tub-lead, beat up stiff in raw linseed oil, add a small quantity of patent driers, and thin with turps; when hard stop with hard stopping and stone or paper down.

10 Second Coat – Repeat first coat. Both coats should dry perfectly flat. When dry examine stopping and make good any defects, paper down, using finer paper as the work progresses.

11 Third Coat – Thin down Pullman colour to a working consistency with varnish and turps, and brush out evenly to ensure a solid coat.

12 Fourth Coat (Varnish Colour) – Add more varnish to colour used on previous coat, but care must be taken to see it contains sufficient colour to ensure a solid surface. 93 Car Painting Specifications – 1907 (Continued)

13 First Coat of Varnish – Hard body to be used.

14 Flat down, stencil scrolls, and pick out in yellow as per pattern boards (composition of Middle and Orange chrome). When dry give scrolls and heavy picking lines a second coat to make them perfectly solid.

15 Give second coat of hard body varnish. When dry damp down and give third coat hard body. Minimum time between these coats, twenty four hours. Flat down and give fourth coat finishing body varnish. Minimum interval to dry, seven to eight days. Damp down and give last coat of finishing body. Minimum time before going into traffic, fourteen to twenty one days.

16 Glass Frames – If suitable, wood to be sized and varnished, or, if painted, to have three coats of buff (flat oil colour) and stained a dark oak.

17 New Cars (Inside Work) – For staining – water the following composition to be used: Vandyke brown and burnt sienna in water, thinned with one tablespoon of liquid ammonia to one and a half pints of water.

18 The following is also a stain much used for inside work when nature of wood permits, and from which a solid and natural apperance can be obtained: Burnt Turkey Umber thinned down with undercoating varnish and turps.

19 For coarse opened-grained woods, such as teak or cedar, stain some good plaster of Paris, dry, to match colour of wood. Burnt sienna for teak, Venetian Red for cedar, makes a most suitable stain. With a pad of waste, dipped in water, pick up the dry powder and rub into grain of wood, leaving an even coat. When throughly dry, mix thinnings, viz two of Japan gold size and one of boiled oil. Mix thoroughly before using. Apply with a clean pad of waste to the surface previously stained, and work the plaster coating. Then rub off surface- coating across the grain with No 1½ glass-paper. After wiping it clean let it stand for twenty-four hours. Glass-paper down with worn paper, then varnish.

20 Another method may be used as follows: give two coats of size composition, two tablespoons of boiled oil to each pint of gold size; eight hours interval between coats. When surface is dry rub down with worn sand-paper or emery-cloth and turps, using a piece of cotton waste for a sponge; put on sufficient turps to rub the composition into a thin paste. All surplus paste to be rubbed of with dry waste. When the grain is sufficiently filled allow the panelling an hour to harden, then with fine glass-paper rub down along the grain, dust off and varnish. (First coat of varnish – use hard carriage varnish; this to apply the last mentioned method.) For the first mentioned method (coarse open grain) use the following compositionfor varnishing: stain in oil; stain to be mixed with burnt umber thinned down with boiled oil and gold size; half and half. When dry give first coat of varnish.

21 Second Coat of Varnish – Repeat first coat.

22 Third Coat of Varnish – Flat down and finish varnish.

23 In first class compartments net-rods to be black, with quarter of an inch gold line in front. Iron seats to be painted black, bronzed in gold and copper bronze. Pick out in green or other suitable colour, and give two coats of varnish.

24 Ceilings – Ceilings of cars if covered with Lincrusta Walton to be fixed as follows:make an 93 Car Painting Specifications – 1907 (Continued)

extra strong paste, and apply a liberal coat to the calico previously cut to size; the part of the ceiling about to be covered should also have a coat of paste. When the calico is properly fixed, it should be slightly tacked at the edges, also lamp and ventilator holes. When the calico is dry the same process is repeated with the Linccrusta, except tacking. If any blisters are observed they should be rolled out with a paper-hanger's roller and a grip pin fixed here and there at the edges to prevent curling up. Both calico and Lincrusta should be fixed across the ceiling boards, working from side to side; this gives more strength than working lengthways. After the Lincrusta is dry,and the ground, if of a white or light colour, it should have one coat of white lead and Bon Accord (mixed) but if a dark ground it should have a coat of white beneath the Bon Accord mixture. Excessive painting on Lincrusta should be avoided as to much weight has a tendency to drag it downwards.

Ingedients to make paste: 16lb flour, 5½lb glue, 2½ oz alum, and 4 oz resin; ceiling not covered with Lincrusta to have three coats white and one coat Bon Accord white.

Note: Bon Accord should not be varnished as it turns the white to a dirty yellow, and flakes off when being washed: the varnish does not adhere properly to the Bon Accord.

25 Lavatories – All lavatories in new and old cars to be painted white and finished wit white Bon Accord.

26 Old Car Work (Outside) – If old work is perfectly sound, rub down in pumice-stone or composition block; if defective, burn of and treat as per second coat of new work outside.

27 Finishing colour same as new work, also class and number plates, the ground of which will be the body colour and the raised parts the same shades as picking out colour (yellow).

28 Glass Frames – Where necessary, rub down or burn off, paint and varnish as for new work.

29 Under roofs of all verandahs of new and old cars to be lead colour, and all ironwork (where practical) to be painted black.

30 Outside roofs to be painted white; new cars to have three coats above the canvas, and old stock to have from one to three coats as required. Lead colour to be thinned three parts raw oil and one part turps.

31 Interior of Old Cars – Clean thoroughly all inside work not required to be painted or grained; flat down, stop, and touch up where necessary; re-stain as required; varnish with one or two coats, according to condition of work.

32 To Apply to Classes B, C, or D Cars – Inside roof ceilins to be painted white, and are to be rubbed down or burnt off if found necessary. Give from one to three coats if found it is required, and finish with Bon Accord. The battens may be picked out, in French grey or other approved colour.

33 Woodwork, Second Class Compartments – Rub down with pumice all woodwork for graining, or burn off as required, accorfding to the condition of the work, and give three coats buff mixing colour, three parts turps and one part raw linseed oil; grain oak. This is only in cars which have been previously grained. Deepen stiles, and twice varnish.

Note: Seats in cars recently constructed are varnished only; in old cars seats to be varnished or painted as found most convenient. 93 Car Painting Specifications – 1907 (Continued)

34 Special Decorations for A Class Cars - Decorations and colours for same to be approved.

35 Revarnishing Car Stock – Clean and flat down all exterior woodwork, touch up colours where necessary, and give two coats of varnish, viz first coat hard body varnish, second coat, wearing body varnish. If weather-side much worn it may have an extra coat of varnish.

94 Car Seats (Continues from Note 44)

18/12/1914 Crockette Duck must be used in future for all second class cushions. Leatheroid is not to be used for car trimming.

10/2/1932 Cleaning of moquette seats in cars with vacuum cleaners:

North Island

The cars of Nos 626 and 227 and express trains are cleaned with vacuum cleaner at Auckland three times per week. The cars of Nos 688 and 229 - Limited express trains – are cleaned with the vacuum cleaner at Wellington three times per week. During the recent dry and dusty weather it has found necessary to clean all the moquette seats in all express trains daily at Auckland.

South Island

Moquette seats are cleaned a Christchurch with the vacuum cleaner after each run of the cars. Moquette seats are cleaned a Invercargill once per week.

95 Advertising in Cars (Cotinued from Note 1)

10/8/1932 There was a prospect of lucrative contracts being obtained for the exhibition of advertisements inside the cars of express rains. These advertisements would be placed at the end of the cars where there was room for them.

The placing of advertisements in cars is approved, the type of advertisement to be examined and agreed to by the General Manager in each case.

96 Cleaning Car Windows (Continues from Note 56)

28/8/1914 Napier – Traffic Branch are now using diluted muraitic acid for cleaning car windows.

97 Undergear of Cars

14/8/1903 Work completed during the last year at Napeir Workshops:

Car bogies altered to BP 1678 - 3 cars Car underframes altered to BP 1678 - 3 cars 97 Undergear of Cars (Continued)

Bogie spring suspension bolts altered link gear - 4 cars

2/3/1904 The work of putting in larger king pins in cars and bogie brake vans is being done as they go through Workshops.

31/3/1904 Napier Workshops - during the last year three cars were fitted with the latest standard king pins.

14/9/1914 Please have the brackets applied to the brake transome from which is suspended the links and 5 bar which connects the brake rod, secured by /8” rivets in future in lieu of being bolted as at present. Car stock is to be done as they pass through Workshops.

5/11/1914 All new 50 foot cars will in future be fitted with 10 inch SP brake sets instead of 8 inch combined sets.

16/3/1915 Axle boxes of sleeping cars, dining cars, and postal cars must be dropped and thoroughly examined at intervals not exceeding six months.

Axle boxes of all other cars and brake vans, also Z and ZP wagons running regularly on main line trains must be dropped and thoroughly examined at intervals not exceeding twelve months.

Cars and vans on branch line and local trains must be dropped and thoroughly examined at intervals not exceeding Two years.

6/5/1915 The bogies of 50 foot cars are being altered to BP 5385 as they pass thorugh Workshops.

7/5/1915 Steps on headstocks of 50 foot cars. Please see that none of the existing steps project more then six inches from the headstocks and have any cut down tha project further.

This applies to dining, sleeping, and postal cars.

98 Elevated Roof Cars on Rimutaka Incline (Continues from Note 43)

15/2/1915 All vehicles with elevated roofs must be prohibited from running over the Rimutaka Incline.

In future vehicles with wooden solebars may be altered to clear centre rail and permitted to run over Incline.

99 Towel Rollers

24/2/1915 The towel rollers are not conveiently put up in some of the lavatory cars.

100 Notice Plates

17/10/1903 Enamel notice plates re: passengers standing on platforms.

101 Car Painting & Varnishing [Next Page] 101 Car Painting & Varnishing (Continued) (Continues from Note 35)

6/10/1903 Harland's hard drying car body-varnish has been in use only five months and cannot report on it at present. Varnish should be tried for about twelve months before a definite report can be made.

10/10/1903 Napier Workshops – During period ending 10 October, 1903, one car was wholly painted in new colour and four others were touched up. One brake van was wholly painted and four of Nelson's wagons were wholly painted and relettered. This latter job no doubt delayed car painting a little.

5/1/1904 Twenty seven pounds of Car Color Pullman's green sizing.

27/2/1904 Napier Workshops – All cars coming into the Workshops are for repainting, the colour being changed to Pullman's green. As soon as a standard coloured car comes into Workshops, that has run for any length of time, car cleaning oil will be tried and reported on.

15/3/1904 Please note you may be supplied in some instances with Alpha brand of paints, manufactured by Messrs Colthurst & Harding.

26/5/1904 Napier Workshops – Have drawn none of Noble's & Hoares' Hard Wearing Body Varnish.

Harland's varnishes are being used exclusively, with good results.

25/9/1914 A 1220 received at Napier Workshops for painting has previously been painted with three different paints for test purposes.

The brake end of car has been painted with Velure paint and this paint is in first class order and standing well. The opposite end of car has been painted with Harland's enamel paint and this is in fairly good order; while the centre portion is painted with Harland's varnish colour, which is very dilapidated and requires repainting.

14/10/1914 Cars A 1212, 918, 988, and 999 in Napier Workshops for repairs, painting, etc, will be lent out to Traffic Department for the Hawkes Bay Show and the Trentham Races. Please arrange to have these cars returned to Napier Workshops as early as possible.

6/11/1914 Varnish on outside of cars having been proved to be more endurable under New Zealand railway conditions, the most endurable enamel paint was sought for.

Velure appears to have answered very well indeed, so far as trials have gone. To varnish Velure would simply mean the varnish would quickly perish as always has done. When Velure painted cars need renovation, Velure is to be used for painting, not varnish.

15/3/1915 Ceilings of dining cars are now picked out only in various colours. Only white and gold must used in ceilings of these cars.

28/5/1915 Fifty gallons of Pale Railway Body varnish will be issued to Petone, Napier and East Town. To take the place of Hard Drying Body Varnish. This varnish will not be labelled “Pale Railway Body” but “Colorless Motor Varnish”.

2/1/1926 Napier Workshops – repairs to car completed. Car has been painted with Pullman Car Color, handrail black and Robbialac white.

31/3/1926 Paints and varnishes used on cars: 101 Car Painting & Varnishing (Continued)

Paint Indian Red Robbiatic white (on postal cars) Fast Red (on postal cars) Pullman Car Color Handrail Black Japan Black Stove Black Enamel Varnish Hard Body Durable Body Hard Carriage Finishing Body Red lead White lead in oil

26/4/1933 Approval to purchase 740 gallons of Lavax paint for rolling stock - £1,1167.

102 Lavatory Cars (Continues from Note 31)

12/2/1904 Napier Workshops – Several cars on this Division have underneath tanks with pumps. Please advise if these are to remain as at present or to be replaced with tanks in roofs.

There are also two cars, A 404 and 405, that have no water service to lavatory.

17/11/1904 Tanks of standard cars are overhead and cisterns are already provided in these.

9/12/1932 Tenders for rubber flooring for car lavatories closed.

29/8/1933 Tenders close for 315 sheets of armoured 3-ply, to be used used for repairs to existing cars and lining new car lavatories.

103 Gangways & Handrails (Continues from Note 19)

9/3/1904 Some time ago instructions were given to fit all cars on Mail trains with gangways, including handrails.

3/6/1904 Gangways on cars. There are thirty three cars on the Napier Division, twelve of them have been fitted with gangways and twenty one are yet to be done.

17/6/1904 Napier Workshops – Sliding handrails BP 2513.

This work has been done as cars passed through Workshops and there is yet a number of cars to be done.

Haver today arranged with Stationmaster, Napier, to have one car each day in future until all cars are completed, which should be within four weeks if Stationmaster is able to carry out this agreement. 104 Colour Schemes of Cars (Continued)

A 2095 9/3/1993 Wellington Dark blue body, white/green/white stripe, white roof. A 2100 14/2/1991 Dunedin Dark blue body, white/red/white stripe, white roof. A 2119 12/2/1991 Dunedin Dark blue body, white/red/white stripe, white roof. A 2135 18/3/1990 Christchurch Dark blue body, white/red/white stripe, white roof. A 2143 18/3/1990 Christchurch Dark blue body, white/red/white stripe, white roof. A 2309 25/12/1991 Wellington Dark blue body, white/red/white stripe, white roof. White around windows. A 2317 21/9/1992 Auckland Dark blue body, white/yellow/white stripe, white roof. White around windows. A 2325 21/9/1992 Auckland Dark blue body, white/yellow/white stripe, white roof. White around windows. A 2333 21/9/1992 Auckland Dark blue body, white/yellow/white stripe, white roof. White around windows. A 3006 14/3/1988 Wellington Dark blue body, white/red/white stripe, grey roof. A 3014 14/3/1988 Wellington Dark blue body, white/red/white stripe, grey roof. A 3022 6/3/1988 Wellington Dark blue body, white/red/white stripe, grey roof. A 3022 17/9/1989 Wellington Dark blue body, white/red/white stripe, grey roof. White around windows. A 3204 6/3/1988 Wellington Dark blue body, white/red/white stripe, grey roof. A 3212 6/3/1988 Wellington Dark blue body, white/red/white stripe, grey roof. A 3239 5/6/1988 Wellington Still in Southerner colours. A 3303 14/3/1988 Wellington Dark blue body, white/red/white stripe, grey roof. A 3303 27/8/1989 Wellington Dark blue body, white/red/white stripe, grey roof. White around windows. A 3311 19/3/1990 Christchurch White body, double-red band around roof line, red stripes on part of body, lettering The Connoisseur. Large windows. A 56030 3/4/1989 Auckland Dark green below waist, white along windows, same on ends. Ends of sides and vestibules have a red stripe. Red stripe around roof line of whole car. A 56156 3/4/1989 Auckland Dark green below waist, white along windows, same on ends. Ends of sides and vestibules have a red stripe. Red stripe around roof line of whole car. Kiwi Lager and Radio Hauraki lettering in white. A 56180 3/4/1989 Auckland Dark green below waist, white along windows, same on ends. Ends of sides and vestibules have a red stripe. Red stripe around roof line of whole car. Kiwi Lager and Radio Hauraki lettering in white. 104 Colour Schemes of Cars (Continued)

A 56263 3/4/1989 Auckland Dark green below waist, white along windows, same on ends. Ends of sides and vestibules have a red stripe. Red stripe around roof line of whole car. Kiwi Lager and Radio Hauraki lettering in white. A 56501 3/4/1989 Auckland Dark green below waist, white along windows, same on ends. Ends of sides and vestibules have a red stripe. Red stripe around roof line of whole car. A 56742 3/4/1989 Auckland Dark green below waist, white along windows, same on ends. Ends of sides and vestibules have a red stripe. Red stripe around roof line of whole car. Kiwi Lager and Radio Hauraki lettering in white.

AB 3528 3/4/1989 Auckland Dark green below waist, white along windows, same on ends. Ends of sides and vestibules have a red stripe. Red stripe around roof line of whole car. Kiwi Lager and Radio Hauraki lettering in white.

AB 3534 13/3/1990 Christchurch Dark blue body, white/red/white stripe, white roof.

AL 2015 31/7/1988 Wellington Blue body, yellow stripe, wider light blue stripe, yellow strip. White roof. AL 2050 5/6/1988 Wellington Blue body, yellow stripe, wider light blue stripe, yellow strip. White roof.

AC 3548 6/3/1988 Wellington Dark blue body, white/red/white stripe, grey roof. AC 3554 6/3/1988 Wellington Dark blue body, white/red/white stripe, grey roof.

AO 19 10/2/1991 Christchurch Dark blue body, white/red/white stripe, grey roof. AO 25 8/2/1991 Greymouth Dark blue body, white/red/white stripe, grey roof. AO 31 2/1/1989 Kekerengu Dark blue body, white/red/white stripe, grey roof. AO 48 10/2/1991 Christchurch Dark blue body, white/red/white stripe, grey roof. AO 54 13/12/1989 Wellington Dark blue body, white/red/white stripe, grey roof. AO 60 13/12/1989 Wellington Dark blue body, white/red/white stripe, grey roof. AO 77 8/2/1991 Greymouth White body, double-red band around roof line, red stripes on part of body, lettering The Connoisseur. Large windows. AO 77 6/10/1991 Wellington Dark blue body, white/red/white stripe, grey roof. AO 83 4/1/1992 Wellington Dark blue body, white/red/white stripe, grey roof. 104 Colour Schemes of Cars (Continued)

AO 100 6/3/1994 Wellington Dark blue body, white/green/white stripe, grey roof. AO 117 7/1/1994 Auckland Dark blue body, white/green/white stripe, grey roof. AO 123 13/1/1995 Wellington Dark blue body, white/green/white stripe, grey roof. AO 146 23/4/1995 Upper Hutt Dark blue body, white/green/white stripe, white roof. AO 152 19/2/1995 New Christchurch Dark blue body, white/green/white stripe, grey roof. AO 169 25/12/1996 Christchurch Light blue body, grey roof, Tranz Rail lettering. AO 175 16/8/1995 Gracefield Dark blue body, white/green/white stripe, grey roof. AO 181 16/8/1994 Wellington Dark blue body, white/green/white stripe, white roof. AO 198 26/12/1996 Christchurch Light blue body, grey roof. AO 209 28/12/1992 Wellington Dark blue body, white/green/white stripe, ? Roof. AO 215 25/4/1994 Wellington Dark blue body, white/green/white stripe, grey roof. AO 221 18/12/1994 Wellington Dark blue body, white/green/white stripe, grey roof. AO 238 18/12/1994 Wellington Dark blue body, white/green/white stripe, grey roof.

AS 18 18/3/1990 Christchurch Dark blue body, white/red/white stripe, grey roof. AS 24 12/2/1991 Dunedin Dark blue body, white/red/white stripe, grey roof. AS 30 28/12/1992 Wellington Dark blue body, white/red/white stripe, ? Roof.

ASO 1 12/12/1989 Wellington Dark blue body, white/red/white stripe, white roof. ASO 14 8/2/1991 Greymouth Dark blue body, white/red/white stripe, white roof. ASO 27 11/9/1988 Christchurch Dark blue body, white/red/white stripe, ? Roof. ASO 108 25/4/1994 Wellington Dark blue body, white/red/white stripe, ? Roof. ASO 110 7/1/1994 Auckland Dark blue body, white/red/white stripe, white roof. ASO 136 1/1995 Wellington Dark blue body, white/red/white stripe, ? Roof. ASO 149 19/2/1995 Christchurch Dark blue body, white/red/white stripe, ? Roof. ASO 151 25/12/1996 Christchurch Light blue body, grey roof, Tranz Rail lettering.

Note: Where roof colours are not shown, this is due to either the light on the roof making the colour indistinct or because of grime on the roof.

105 Mat Substitute

8/9/1942 Use Bituproof as temporary substitute for mats in cars by edging mat wells with hardwood strips and laying CMEO No 7 mix flush with surrounding linoleum. For use in all cars with mat wells when mats are unobtainable. 106 Proposed 60'-0” Cars

8/1951 The proposed 60'-0” cars have been scheduled for construction but orders have not yet been placed with individual workshops. The cars to be built are as follows:

57 Class A Second class North Island 45 Class A Second class South Island

10 Class A First Class North Island 10 Class A First Class South Island

5 Class A Sleeping North Island

107 Weight of Cars

11/2/1882 Weight of Hurunui – Bluff Section cars:

Tons Cwt Qr 40'-0” American built double-bogie 9 18 0 Ordinary 6-wheel stock converted to double bogie 8 3 0 Ordinary 6-wheel stock converted to Cleminson type 6 11 1 Ordinary 6-wheel type mail van converted to double bogie 7 14 2 Ordinary 6-wheel type 6 4 0 Ordinary 4-wheel type 4 4 0

18/4/1882 Weight of Wellington Section cars:

Full Empty A 40'-0” bogie car 11½ 10 B 30'-0” bogie car 9½ 8 C 6-wheel car 8½ 7

108 Precautions Against Wind, Wairarapa

1/5/1886 Violent gale at Featherston – roof nearly blown off one of the large cars and had to be secured by ropes.

2/9/1887 Engine R 2, running the Featherston to Cross Creek mixed train, with twenty four wagons, was stopped by gale force wind about a quarter of a mile north of Pigeon Bush. A car was also lifted off the track, but was not derailed.

3/9/1887 Locomotive Engineer, Petone – Dangerous force of wind between Cross Creek and Featherston – proposes to ballast cars.

25/1/1888 Ballast, etc, for the safety of trains running between Cross Creek and Featherston in stormy weather.

Gravel in bags of one hundredweight each will be supplied to Featherston and Cross Creek when the Telephonist near Pigeon Bush advises the Stationmaster at Featherston. Or Signalman 108 Precautions Against Wind, Wairarapa (Continued)

at Cross Creek, as the case may be, of the necessity of ballast, one ton is to be placed on each platform of every car required to be run between these points, that is, two tons for each car. The ballast is not to be carried beyond Cross Creek on the one side, or Featherston on the other.

As an additional means of safety, whenever ballast is required, a loaded wagon is to be placed between each car, and also next the van. For trains running south, M or U wagons, timber laden, if suitably loaded, are to be preferred to anything else. Trains running north are to have loaded M wagons similarly employed if available, next to these the heaviest loaded L wagons to be got are to be used. Wagons of classes J, K, or S are not to be used for this purpose. The wagons of ballast are to be used when other loaded wagons are not available.

As a further precaution against accident, the trains having passenger cars are not to be run down the grades between Featherston and Cross Creek (either way) solely by gravitation; but the couplings of all vehicles are to be kept in tension by the engine steaming, and the application of brakes – car and wagon to be used in addition to van brakes when weights of train may render such necessary.

When ballast belonging to Featherston is sent by No 10, and not required for No 3, it is to be invariably returned to Featherston same day by No 11. Similarly, ballast belonging to Cross Creek, sent forward by No 3, is also to be invariably returned the same day to the Creek, by No 16. Ballast sent by No 20 must be returned to Featherston same day by No 19. If not required for ballasting cars of latter, it is to be sent back in a wagon. Ballast sent on cars of No 19 is to be always returned next morning by No 10 – a wagon to be employed for the purpose if necessary.

These directions are to apply to the working of the ballast wagons also. When precautions as above are required to be taken, empty K wagons, or empty horseboxes, are not to be run on the trains protected. Loaded wagons of the same classes which cannot be left for goods trains without inconvenience, may not be placed together, but are to be divided by other wagons as in the case of passenger cars. Where a car or wagon can be coupled to an engine, a wagon will not of course be required to intervene.

19/3/1888 During the storm on the 16th instant, in the Wairarapa, as No 20 train from Mangamohoe to Wellington passed 50 miles 40 chains, car A 19 which was next to van lifted off windward rail as far as the couplings would allow. The car came down safely on the rail again. Car A 7 in front of A 19 did not seem to be affected by the wind. The wheels of A 19 where lifted about 18 inches off the rails.

27/3/1888 Petone Workshops: Six A and four C class cars are required for the Masterton services throughout the year. They are to be permanently ballasted.

28/3/1888 Four A and two C class cars are to be proceeded with for the present.

1/4/1888 Petone Workshops: The ballasting of four A cars has commenced, and four bogies have been ordered from Addington Workshops to convert to Cleminsons.

10/4/1888 The breakwind north of Pigeon Bush having been completed, the instructions of 25 January, 1888, will not be deemed to be in force after this day.

During heavy wind storms, trains will however, continue to be run as set out in paragraph four of the instructions. 108 Precautions Against Wind, Wairarapa (Continued)

12/6/1888 Only ballasted cars will be run to and from the Wairarapa, until the cars to undergo alterations are made available.

12/6/1888 Wellington – Report re: canting of car near Pigeon Bush breakwind by heavy gale on 11/6/1888.

28/6/1888 Wellington – Remarks re: alleged shaking of cars recently weighted.

4/10/1888 Wellington: It is expected within a fortnight there shall be a sufficient number of the shorter double-bogie cars (class B) for all ordinary requirements between Wellington and the Wairarapa; and it will not be necessary to send the forty foot cars (class A) over the Rimutakas, except during holidays, or on occasions when cheap excursion trains may be run.

8/10/1988 When cars are divided between Featherston and Cross Creek (as per instructions of 25 January, 1888), they should also run in that condition between Featherston and Carterton. This is necessary because of the effect of the wind on a train near the Waiohine Bridge.

13/10/1888 Class B cars need not be separated.

109 North Island Car Stock 1932

7/1932 Cars allocated to Auckland District:

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 6 2 2 Centre 44L No Gas A 46 '' '' '' '' '' '' A 84 1 and 2 '' '' 14C and 28L '' '' A 128 '' '' '' '' '' '' A 133 '' '' '' '' '' '' A 134 '' '' '' '' '' '' A 164 2 1 No 50L '' '' A 281 '' 2 '' 36L '' '' * A 284 '' '' '' '' '' '' * A 288 '' '' '' 44L '' '' A 290 1 and 2 '' Centre 14C and 28L '' '' A 296 2 '' No 48L '' '' A 298 '' '' '' 36L '' '' * A 310 '' '' Centre 43AC Yes Electric A 317 1 '' '' 33C '' Gas A 319 2 '' '' 43AC '' Electric A 331 '' '' '' 37S No Gas A 379 1 and 2 '' '' 44C and 28L '' '' A 387 2 '' No 48L '' '' A 395 '' '' '' '' '' '' A 424 '' '' '' '' '' '' A 426 '' '' '' '' '' '' A 427 '' '' '' '' '' '' A 429 '' '' '' '' '' '' A 430 '' '' '' '' '' '' A 431 '' '' '' '' '' '' A 435 1 and 2 '' '' 20C and 24L '' '' A 436 '' '' '' '' '' '' A 441 2 3 '' 48L '' '' A 443 '' 2 '' '' '' '' A 444 '' 3 '' '' '' '' A 445 '' 2 '' '' '' '' A 446 '' '' '' '' '' '' 109 North Island Car Stock 1932 (Continued)

Cars allocated to Auckland District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 447 2 2 No 48L No Gas A 448 '' 1 '' '' '' '' A 450 2 2 No '' '' '' A 451 '' '' Centre '' '' '' A 477 '' '' No 44L '' '' A 480 '' '' '' 48L '' '' A 486 '' '' '' '' '' '' A 490 '' '' '' '' '' '' A 510 '' '' '' '' '' '' A 511 '' '' '' '' '' '' A 549 '' '' '' '' '' '' A 550 '' '' Centre 44L '' '' A 551 '' '' '' '' '' '' A 552 '' '' '' '' '' '' A 566 1 and 2 '' '' 14C and 28L '' '' A 567 '' '' '' '' '' '' A 570 '' '' No 14C and 34L '' '' A 571 '' '' Centre 14C and 28L '' '' A 572 '' '' '' '' '' '' A 589 1 '' No 40C '' '' A 590 2 '' '' 48L '' '' A 591 '' '' Centre 37S '' '' A 592 1 and 2 '' No 20C and 24L '' '' A 593 2 '' Centre 44L '' '' A 609 1 '' '' 34C '' '' A 615 2 '' '' 43AC Piped '' A 654 '' '' '' 14C and 28L No '' A 706 '' 1 No 50L '' '' A 707 '' '' End 33AC '' '' A 723 1 and 2 2 No 14AC and 36L '' '' A 725 '' '' '' '' '' '' A 739 2 1 '' 56L '' '' A 743 '' 2 Centre 50L Piped '' A 748 1 and 2 '' No 16C and 28L No '' A 750 '' '' '' '' '' '' A 752 '' '' '' '' '' '' A 754 '' '' Centre 13C and 28L '' '' A 788 2 1 No 50L '' '' A 800 '' 2 '' 56L '' '' A 801 '' '' '' '' '' '' A 803 '' 1 '' '' '' '' A 804 '' '' '' '' '' '' A 805 '' '' '' '' '' '' A 806 '' '' '' '' '' '' A 807 1 and 2 2 '' 20C and 28L '' '' A 808 '' '' '' 16C and 28L '' '' A 809 '' '' '' '' '' '' A 812 '' '' '' 10C and 36L '' '' A 813 '' '' Centre 10C and 32L '' '' A 820 1 1 End 31C Yes '' A 821 '' '' '' '' '' '' A 822 '' '' '' '' No '' A 823 1 and 2 2 Centre 13C and 28L '' '' A 824 '' '' '' '' '' '' A 854 2 1 End 50L '' '' A 855 '' '' '' '' '' '' A 864 '' 2 '' 56L '' '' A 865 '' '' '' '' '' '' A 866 '' '' '' '' '' '' A 867 '' '' '' '' '' '' 109 North Island Car Stock 1932 (Continued)

Cars allocated to Auckland District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 868 2 2 End 56L No Gas A 869 '' '' '' '' '' '' A 919 1 and 2 '' '' 16C and 28L '' '' A 920 '' '' '' '' '' '' A 921 '' '' '' '' '' '' A 922 '' '' '' 10C and 36L '' '' A 924 '' '' '' '' '' '' A 925 '' '' '' 16C and 28L '' '' A 926 '' '' '' '' '' '' A 928 '' '' Centre 10C and 32AC '' '' A 965 '' '' No 10C and 36L '' '' A 967 '' '' '' '' '' '' A 968 '' '' '' 16C and 28L Piped '' A 969 '' '' '' '' No '' A 970 '' '' '' '' '' '' A 971 '' '' '' '' '' '' A 972 '' '' '' '' '' '' A 973 1 '' Centre 31C '' '' A 974 '' '' '' '' '' '' A 979 '' 1 End 32C '' '' AA 1015 '' 2 2 Centre '' Yes Electric AA 1016 '' '' Yes '' '' '' '' AA 1017 '' '' '' '' '' '' '' A 1032 1 2 Centre 31C No Gas A 1033 '' '' '' '' '' '' A 1034 '' '' '' '' '' '' A 1035 1 and 2 '' '' 17C and 22L '' '' A 1036 '' '' No 17C and 28L '' '' A 1037 '' '' '' '' '' '' A 1038 '' '' Centre 17C and 22L '' '' A 1039 '' '' '' '' '' '' A 1040 '' '' No 19C and 22L '' '' A 1041 '' '' '' 17C and 28L '' '' A 1043 2 '' Centre 50L '' '' A 1046 '' 1 No 56L '' '' A 1047 '' '' '' '' '' '' A 1048 '' '' '' '' '' '' A 1049 '' '' '' '' '' '' AA 1053 '' 2 2 Centre 44C Yes Electric AA 1067 '' '' Yes '' '' '' '' AA 1068 '' '' ½ '' '' '' '' AA 1069 '' '' '' '' '' '' '' A 1125 '' 1 End 52L No Gas A 1129 '' 2 Centre 48L '' '' AA 1134 1 '' 2 Centre 30C Yes Electric A 1156 2 2 Centre No '' A 1157 '' '' '' '' '' A 1159 '' '' '' 37S '' Gas A 1161 1 '' '' 33C '' Electric A 1162 '' '' '' '' '' '' A 1163 1 and 2 '' '' 15C and 23AC '' '' A 1164 '' '' '' '' '' '' A 1165 2 '' '' 43AC '' '' A 1166 '' '' '' '' '' '' A 1167 '' '' '' 37S '' Gas A 1168 '' '' '' '' '' '' A 1185 1 '' '' 33C '' '' A 1193 2 '' '' 43AC Yes Electric A 1195 '' '' '' 37S No Gas A 1196 1 and 2 '' '' 15C and 30L '' '' 109 North Island Car Stock 1932 (Continued)

Cars allocated to Auckland District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 1197 1 2 Centre 33C No Electric A 1198 '' '' '' '' '' '' A 1199 '' '' '' '' '' '' A 1200 '' '' '' '' '' '' A 1209 '' '' '' '' Yes '' A 1211 2 '' '' 43AC No '' A 1218 1 and 2 '' '' 15C and 23AC Yes '' A 1219 '' '' '' '' '' '' A 1221 2 '' '' 43AC '' '' A 1223 1 '' '' 33C '' '' A 1228 '' '' '' '' '' '' A 1229 '' '' '' '' '' '' AA 1257 2 '' 2 Centre 46C '' '' AA 1262 '' '' '' 44C '' '' AA 1263 '' '' '' 46C '' '' AA 1264 '' '' '' '' '' '' A 1272 '' '' Centre 43AC No Gas A 1273 '' '' '' '' Yes Electric A 1274 '' '' '' '' '' '' A 1275 '' '' '' '' '' '' A 1276 '' '' '' '' '' '' A 1277 '' '' '' '' No Gas A 1278 '' '' '' '' '' '' A 1279 '' '' '' '' '' '' A 1280 '' '' '' '' '' '' A 1281 '' '' '' '' '' '' A 1282 '' '' '' '' '' '' A 1283 '' '' '' '' '' '' A 1284 1 '' '' 31C '' '' A 1285 '' '' '' '' '' '' A 1286 '' '' '' '' '' '' A 1287 '' '' '' '' '' '' A 1288 '' '' '' '' '' '' A 1289 '' '' '' '' '' '' A 1290 '' '' '' '' Yes Electric A 1291 '' '' '' '' No Gas A 1304 2 '' '' 43AC Yes Electric A 1305 '' '' '' '' '' '' A 1306 '' '' '' '' '' '' A 1307 '' '' '' '' No '' A 1308 '' '' '' '' Yes '' A 1309 '' '' '' '' No '' A 1311 '' '' '' '' Yes '' A 1327 '' '' '' '' No '' A 1330 1 and 2 '' '' 15C and 23AC '' '' A 1331 '' '' '' '' '' '' A 1332 '' '' '' 15C and 20S '' '' A 1333 '' '' '' '' '' '' A 1334 '' '' '' '' '' '' A 1335 '' '' '' '' '' '' A 1337 '' '' '' '' '' '' A 1338 '' '' '' '' '' '' A 1339 '' '' '' 15C and 30L '' '' A 1360 '' '' '' 15C and 20S '' '' A 1361 '' '' '' '' '' '' A 1365 2 '' '' 36S ' Gas A 1366 '' '' '' 37S '' '' A 1367 1 and 2 '' '' 15C and 20S '' '' A 1385 1 '' '' 33C '' Electric A 1409 2 '' '' 37S '' Gas 109 North Island Car Stock 1932 (Continued)

Cars allocated to Auckland District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 1415 2 2 Centre 37S No Gas A 1416 '' '' '' '' '' '' A 1417 '' '' '' '' '' '' A 1418 '' '' '' '' '' '' A 1419 '' '' '' '' '' '' A 1454 1 and 2 '' '' 15C and 20S '' '' A 1455 2 '' '' 37S '' '' A 1456 '' '' '' '' '' '' A 1457 '' '' '' '' '' '' A 1458 '' '' '' '' '' '' A 1475 1 and 2 '' '' 15C and 34L '' '' A 1483 1 '' '' 33C Yes '' A 1503 2 '' '' 37C '' '' AA 1491 1 '' 2 Centre 30C Yes Electric A 1502 '' '' Centre 31C No Gas A 1556 '' '' '' 33C Yes Electric A 1567 1 and 2 '' '' 15C and 23AC '' '' AA 1603 1 '' 2 Centre 30C '' '' A 1606 2 '' Centre 43AC '' '' A 1607 '' '' '' '' '' '' A 1608 '' '' '' '' '' '' A 1609 '' '' '' '' '' '' A 1610 '' '' '' '' '' '' A 1611 '' '' '' '' '' '' A 1612 '' '' '' '' '' '' A 1613 '' '' '' '' '' '' A 1614 1 '' '' 33C '' '' AA 1629 2 1 End 62Cr No '' AA 1630 '' '' '' '' '' ''

A 121 2 1 No 72CR No Gas A 208 '' '' '' '' '' '' A 307 '' '' '' '' '' '' A 425 '' '' '' '' '' '' A 465 '' '' '' '' '' '' AA 732 1 2 '' 60C '' '' A 975 2 2 '' 72CR '' '' AA 1066 '' 1 '' '' '' '' AA 1147 '' '' '' 70CR '' '' A 1182 '' 2 '' '' '' '' A 1189 '' '' '' '' '' '' A 1190 '' '' '' '' '' '' A 1191 '' '' '' 64CR '' '' A 1192 '' '' '' '' '' '' A 1224 '' 1 '' 72CR '' '' A 1225 '' '' '' '' '' '' A 1226 '' '' '' '' '' '' A 1227 '' '' '' '' '' '' A 1443 '' '' '' '' '' '' A 1444 '' '' '' '' '' '' A 1445 '' '' '' '' '' '' A 1446 '' 2 '' '' '' '' A 1447 '' 1 '' '' '' '' A 1448 '' '' '' '' '' '' A 1449 '' '' '' '' '' '' A 1450 '' '' '' '' '' '' A 1451 '' '' '' '' '' '' A 1452 '' '' '' '' '' '' A 1453 1 2 '' 64CR '' '' AA 1484 '' '' '' 60C '' '' 109 North Island Car Stock 1932 (Continued)

Cars allocated to Auckland District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating AA 1485 1 2 No 60C No Gas AA 1505 2 '' '' 72CR '' '' AA 1506 '' '' '' '' '' '' AA 1585 '' 1 '' '' '' '' AA 1586 '' '' '' '' '' '' AA 1587 '' '' '' '' '' '' AA 1588 '' '' '' '' '' '' AA 1589 '' '' '' '' '' '' AA 1590 '' '' '' '' '' '' AA 1591 '' '' '' '' '' '' AA 1592 '' '' '' '' '' '' AA 1593 '' '' '' '' '' '' AA 1594 '' '' '' '' '' '' AA 1595 '' '' '' '' '' '' AA 1596 '' '' '' '' '' '' AA 1597 '' '' '' '' '' '' AA 1598 '' '' '' '' '' '' AA 1599 '' '' '' '' '' '' AA 1628 '' '' '' '' '' Electric AA 1631 '' '' '' '' '' '' AA 1632 '' '' '' '' '' '' AA 1643 '' '' '' '' '' '' AA 1644 '' '' '' '' '' '' AA 1645 1 '' '' 60S '' '' AA 1646 '' '' '' '' '' '' AA 1647 '' '' '' '' '' '' AA 1665 2 '' '' 72CR '' '' AA 1666 '' '' '' '' '' '' AA 1667 '' '' '' '' '' '' AA 1668 '' '' '' '' '' '' AA 1669 '' '' '' '' '' '' AA 1675 '' '' '' '' '' '' AA 1676 '' '' '' '' '' '' AA 1680 '' '' '' '' '' '' AA 1684 1 '' '' 60S '' '' AA 1685 '' '' '' '' '' '' AA 1686 '' '' '' '' '' ''

A 333 1 3 Centre 27CR and L Yes Gas Saloon A 370 '' '' '' 27AC and CR '' '' ''

A 330 1 and 2 4 No 16L and 28L No Gas A 332 '' '' Centre '' '' '' A 380 '' '' '' 16L and 32L '' '' A 432 2 '' No 48L '' '' A 433 '' '' '' '' '' '' A 452 1 and 2 '' Centre 16L and 32L '' '' A 467 '' '' No 16L and 28L '' '' A 1010 '' '' Centre 16L and 32L '' '' A 1011 '' '' '' '' '' ''

B 411 Used as a brake van, Newmarket shunt E 4 '' * car has guard's compartment

Cars allocated to Ohakune District:

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 26 1 and 2 2 No Centre 13AC and 28L No Gas 109 North Island Car Stock 1932 (Continued)

Cars allocated to Ohakune District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 309 2 2 No No 48L No Gas B 364 1 and 2 '' '' '' 16L and 16L '' '' A 369 2 1 '' '' 44L '' '' A 386 1 and 2 2 '' Central 14AC and 28L '' '' A 468 '' 4 ½ No 16L and 28L '' '' * A 508 '' 2 No '' 14AC and 34L '' '' A 509 '' '' '' '' '' '' '' A 530 2 '' '' Centre 44L '' '' A 548 '' '' '' '' 29C '' '' A 556 1 and 2 '' Yes No 20AC and 24L '' '' A 557 '' '' No '' 14AC and 34L '' '' A 594 '' '' '' Centre 14AC and 28L '' '' A 614 2 '' '' '' 47L '' '' ** A 724 1 and 2 '' Yes No 14AC and 36L '' '' A 742 2 '' No Centre 50L '' '' A 745 1 and 2 '' Yes No 16C and 28L '' '' A 746 '' '' '' '' '' '' '' A 747 '' '' '' '' '' '' '' A 753 '' '' No Centre 13C and 23AC '' '' A 756 '' '' '' '' '' Yes '' A 757 '' '' '' '' '' No '' A 786 '' '' '' '' '' Yes '' A 787 '' '' '' '' 13C and 28L No '' A 810 '' '' Yes No 10C and 36L '' '' A 811 '' '' '' '' '' '' '' A 815 '' '' '' Centre 10C and 32L '' '' A 915 '' '' No '' 11C and 32L '' '' A 916 '' '' '' '' '' '' '' A 917 '' '' Yes No 10C and 36L Piped '' A 927 '' '' No Centre 10C and 32L No '' A 961 '' '' '' '' 14C and 28L '' '' A 962 '' '' '' '' '' '' '' A 1042 '' '' '' '' '' '' '' A 1044 '' '' '' '' '' '' '' A 1045 '' '' '' '' '' '' '' A 1336 '' '' '' '' 15C and 20S '' '' A 1340 '' '' Yes '' 15C and 28AC '' '' A 1476 '' '' '' '' '' '' '' A 1477 '' '' '' '' '' '' ''

* used on Raetihi trains ** ready for scrapping

Cars allocated to Wanganui District:

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 30 2 1 No No 44L No Gas A 75 '' 2 ½ '' '' '' '' A 92 1 and 2 4 '' '' 16L and 24L '' '' A 153 '' 2 No Centre 14AC and 28L '' '' A 165 '' '' '' No '' '' '' A 171 1 3 '' Centre 30CR '' '' * A 243 2 2 '' No 48L '' '' A 285 '' 1 '' '' 44L '' '' A 286 1 and 2 2 Yes '' 20AC and 24L '' '' A 293 '' '' '' '' 17AC and 22L '' '' A 302 2 '' '' '' 48L '' '' A 303 '' '' '' '' '' '' '' * A 312 1 and 2 4 ½ '' 20L and 20L '' '' 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wanganui District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 328 2 1 No No 44L No Gas A 329 '' '' '' '' '' '' '' A 336 '' 2 '' '' 48L '' '' A 337 '' '' Yes '' '' '' '' A 338 1 and 2 4 ½ '' 20L and 20L '' '' A 342 '' 2 No Centre 15AC and 24L '' '' A 343 '' '' Yes '' 17AC and 24L '' '' A 344 '' '' '' '' 13AC and 24L '' '' A 345 '' '' '' '' '' '' '' B 358 '' '' '' No 16L and 16L '' '' B 368 '' '' '' '' '' '' '' A 377 2 '' No Centre 44L '' '' A 403 1 and 2 4 ½ No 20L and 20L '' '' A 406 '' 2 Yes '' 20AC and 24L '' '' A 408 2 '' ½ '' 48L '' '' B 412 1 and 2 '' '' 16L and 16L '' '' A 438 '' '' No Centre 15 and 20 Yes Electric A 439 '' '' '' '' '' '' '' A 473 2 '' ½ Centre 44L No Gas A 505 1 and 2 '' '' No 14AC and 34L '' '' A 506 '' '' '' '' '' '' '' A 507 '' '' '' '' '' '' '' A 531 2 '' '' Centre 44L '' '' A 568 '' '' ½ No 48L '' '' A 573 1 '' No Centre 36AC '' '' ** A 574 1 and 2 '' Yes No 20AC and 24L '' '' A 576 '' '' No '' 14AC and 34L '' '' A 608 1 3 '' End 32CR Yes '' A 610 '' '' '' '' '' '' '' * A 611 '' '' '' '' '' '' '' A 638 2 2 '' Centre 47L No '' A 656 1 and 2 '' '' '' 14AC and 28L '' '' A 749 '' '' '' No 16C and 28L '' '' A 827 1 1 '' End 32C Yes '' A 842 '' '' '' '' '' No '' A 843 '' '' '' '' '' Yes '' A 844 1 and 2 2 Yes Centre 14C and 28L No '' A 923 '' '' No No 16C and 23AC Yes '' A 960 '' '' '' Centre 14C and 28L No '' A 976 1 1 Yes End 32C Yes Electric A 982 1 and 2 2 No Centre 14C and 28L '' Gas A 983 '' '' '' '' '' No '' A 984 '' '' '' '' '' '' '' A 986 '' '' '' '' '' '' '' A 987 '' '' '' '' '' '' '' A 988 '' '' '' '' '' '' '' A 989 '' '' '' '' '' Piped '' A 990 '' '' Yes No 16C and 28L No '' A 991 '' '' '' '' '' '' '' A 992 '' '' '' '' '' '' '' A 993 '' '' '' '' '' '' '' A 997 '' '' '' '' '' '' '' A 998 '' '' No Centre 14C and 28L '' '' A 1099 '' '' '' '' 18AC and 22L '' '' A 1126 2 '' '' '' 48L '' '' A 1148 1 '' Yes '' 33C Yes Electric A 1149 '' '' '' '' '' '' '' A 1152 '' '' '' '' '' '' '' A 1186 1 and 2 '' '' '' 15C and 23AC No '' A 1214 '' '' No '' 15C and 20AC '' '' 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wanganui District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 1215 1 and 2 2 No Centre 15C and 20AC No Electric A 1222 1 '' '' '' 33C Yes '' A 1310 1 and 2 '' '' '' 15C and 30L No Gas A 1312 2 '' '' '' 43AC Yes Electric A 1313 '' '' '' '' '' '' '' A 1314 '' '' '' '' '' '' '' A 1315 '' '' '' '' '' '' '' A 1316 1 and 2 '' '' '' 15C and 23AC '' '' A 1317 '' '' '' '' '' '' '' A 1318 '' '' '' '' '' '' '' A 1320 2 '' '' '' 43AC '' '' A 1341 1 and 2 '' '' '' 15C and 23AC '' '' A 1342 2 '' '' '' 43AC '' '' A 1343 '' '' '' '' '' '' '' A 1353 1 and 2 '' '' '' 15C and 23AC '' '' A 1354 '' '' '' '' '' '' '' A 1355 '' '' '' '' '' '' '' A 1356 '' '' '' '' '' '' '' A 1357 '' '' '' '' '' '' '' A 1407 '' '' Yes '' '' No Gas A 1408 '' '' '' '' 15C and 20AC '' '' A 1410 2 '' No '' 43S Yes Electric A 1411 '' '' '' '' '' '' '' A 1421 '' '' '' '' 43AC '' '' A 1472 1 and 2 '' '' '' '' '' A 1473 '' '' Yes '' 15C and 23AC No Gas A 1474 '' '' '' '' '' '' '' A 1563 '' '' No '' '' Yes Electric A 1564 '' '' '' '' '' '' '' A 1565 '' '' '' '' '' '' ''

A 283 - - - End - No Gas A 730 - - - Centre - '' '' A 731 - - - Centre - '' ''

* condemned ** used as second class

Cars allocated to Wellington District:

All cars have gas lighting, and no lavatory or steam heating unless otherwise specified.

Car Class No A 33 1 and 2 Centre lavatory, steam heating, and electric lighting A 125 2 Suburban car, Lambton A 166 1 and 2 A 172 1 Birdcage car, centre lavatory A 180 1 Birdcage car, centre lavatory A 206 - Postal car A 217 2 A 218 '' Suburban car, Lambton (4-compartment) A 273 - Postal A 274 2 Suburban car, Lambton A 282 '' A 301 1 and 2 Flat roof A 304 '' 4-compartment (Greytown Branch) A 311 2 Suburban car, guard's compartment A 313 1 and 2 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wellington District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 314 2 A 315 1 and 2 Suburban car, Lambton A 316 '' Suburban car, Lambton A 318 2 Suburban car, Thorndon B 324 '' Used as a guard's van, goods trains only B 325 '' Used as a guard's van, goods trains only A 326 '' Suburban car, Lambton (centre lavatory) B 327 '' Spare car, Woodville (not used on passenger trains) A 335 '' 4-compartment, centre lavatory (used at Cross Creek) A 339 '' 4-compartment (flat roof) A 341 '' Flat roof A 346 1 and 2 Centre lavatory A 347 2 Suburban car, Lambton (flat roof) A 349 1 Birdcage car, Lambton (centre lavatory and steam heating) A 350 '' Birdcage car, Lambton (centre lavatory and steam heating) AA 353 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 355 2 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) B 367 1 and 2 Flat roof A 371 1 and 2 Suburban car, Lambton A 372 1 and 2 Suburban car, Lambton A 373 2 Suburban car, Thorndon A 374 '' Suburban car, Lambton (guard's compartment) A 375 '' Suburban car, Thorndon A 378 '' Suburban car, Lambton A 381 '' Suburban car, Lambton A 382 '' Suburban car, Lambton A 384 1 and 2 Suburban car, Lambton A 391 '' Suburban car, Lambton A 392 '' Centre lavatory A 393 2 Flat roof A 396 '' Suburban car, Lambton (flat roof) A 397 '' Flat roof A 398 '' Suburban car, Lambton (flat roof) A 399 1 and 2 Flat roof A 404 '' A 405 ' A 407 '' B 414 2 Used as a guard's van only A 419 1 and 2 A 422 1 Birdcage car. Suburban car, Lambton (centre lavatory) A 428 2 Flat roof A 440 '' Flat roof A 460 '' Suburban car, Lambton A 466 '' Suburban car, Lambton A 487 '' Centre lavatory A 492 '' Suburban car, Lambton AA 502 1 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) A 504 '' Birdcage (saloon). Centre lavatory A 519 2 End lavatory A 520 '' End lavatory. Suburban car, Lambton A 521 '' End lavatory A 500 '' Centre lavatory A 532 '' Centre lavatory A 533 '' Centre lavatory A 534 '' Centre lavatory, steam heating A 535 1 Centre lavatory, steam heating A 536 1 Centre lavatory, steam heating A 537 1 and 2 Centre lavatory A 538 1 and 2 Centre lavatory A 539 1 and 2 Centre lavatory 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wellington District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 540 1 and 2 Suburban car, Lambton A 545 2 A 546 '' Suburban car, Lambton A 547 '' Suburban car, Lambton A 553 1 and 2 A 554 2 Suburban car, Thorndon (guard's compartment) A 555 '' Suburban car, Thorndon (guard's compartment) A 557 '' Used at Cross Creek A 558 - Postal car A 575 1 and 2 A 607 1 Saloon car (centre lavatory) A 639 2 Suburban car, Lambton (centre lavatory) A 640 '' Suburban car, Lambton (centre lavatory) A 642 '' Suburban car, Lambton (centre lavatory) A 643 '' Suburban car, Lambton (centre lavatory) A 657 5-compartment, lavatory each end A 658 5-compartment, lavatory each end A 659 5-compartment, lavatory each end (Cross Creek) A 672 2 Centre lavatory A 673 1 and 2 Centre lavatory A 674 2 Centre lavatory A 675 1 Centre lavatory A 676 2 Suburban car, Lambton (centre lavatory) A 678 '' Suburban car, Lambton (centre lavatory) A 728 '' Suburban car, Lambton (guard's compartment) A 733 - Postal car A 734 - Postal car A 735 - Postal car A 738 1 Suburban car, Lambton (end lavatory) A 740 2 Suburban car, Lambton (end lavatory) A 741 '' Suburban car, Lambton (end lavatory) A 744 '' Suburban car, Lambton (end lavatory) A 751 1 and 2 A 755 '' Suburban car, Lambton (centre lavatory) A 802 - Sight testing car A 814 1 and 2 A 826 1 End lavatory, steam heating, electric lighting A 828 2 Suburban car, Lambton A 829 '' Suburban car, Lambton A 830 '' Suburban car, Lambton A 831 '' Suburban car, Lambton A 845 1 and 2 Centre lavatory A 846 2 Centre lavatory A 847 1 and 2 Suburban car, Thorndon A 848 2 Suburban car, Lambton A 849 '' Suburban car, Lambton A 850 '' Suburban car, Lambton A 851 '' A 852 '' Suburban car, Lambton A 853 '' Suburban car, Lambton (centre lavatory) A 854 '' Suburban car, Lambton (centre lavatory) A 855 '' Suburban car, Lambton (centre lavatory) A 856 '' Suburban car, Lambton (centre lavatory) A 857 '' End lavatory A 858 '' Suburban car, Lambton (end lavatory) A 879 '' Suburban car, Lambton (end lavatory) A 888 1 and 2 End lavatory A 889 '' Suburban car, Lambton (end lavatory) A 890 '' End lavatory A 891 '' Suburban car, Lambton (end lavatory) 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wellington District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 892 2 Suburban car, Lambton A 893 '' Suburban car, Lambton A 912 1 End lavatory, steam heating A 913 '' End lavatory, steam heating A 914 '' End lavatory A 918 1 and 2 A 941 2 Suburban car, Lambton (guard's compartment) A 966 1 and 2 A 977 1 End lavatory, steam heating A 978 1 End lavatory, steam heating A 980 '' Suburban car, Lambton (end lavatory) A 981 '' Suburban car, Lambton (end lavatory) A 985 1 and 2 Suburban car, Lambton (centre lavatory) A 994 '' A 995 '' Suburban car, Lambton A 996 2 Suburban car, Lambton (centre lavatory) A 999 1 and 2 Centre lavatory. At Cross Creek AA 1012 1 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1013 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1014 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1018 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1019 2 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1020 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1021 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1022 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1023 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1024 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1025 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1026 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1027 '' Suburban car, Thorndon AA 1028 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1029 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1030 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1031 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1054 Ladies North Island Main Trunk (2 centre lavatories, steam heating) AA 1055 '' North Island Main Trunk (2 centre lavatories, steam heating) AA 1056 '' North Island Main Trunk (2 centre lavatories, steam heating) AA 1060 Sleeping North Island Main Trunk (end lavatory, steam heating, and electric lighting) AA 1064 2 Suburban car, Thorndon AA 1065 '' Suburban car, Thorndon AA 1070 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1071 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1072 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1073 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1074 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) B 1075 '' A 1076 '' Suburban car, Thorndon A 1077 '' A 1078 1 Centre lavatory. To be condemned A 1079 '' Centre lavatory A 1080 '' End lavatory. To be condemned A 1081 '' Centre lavatory. To be condemned A 1082 '' Centre lavatory. To be condemned A 1084 1 and 2 A 1086 '' A 1087 '' A 1088 2 A 1091 '' Suburban car, Thorndon A 1092 '' A 1093 '' 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wellington District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating A 1094 1 and 2 Suburban car, Thorndon A 1095 '' Suburban car, Thorndon A 1098 2 Centre lavatory. To be condemned A 1100 1 Suburban car, Thorndon (end lavatory) A 1104 2 Suburban car, Thorndon (end lavatory) A 1105 '' End lavatory. To be condemned A 1106 '' Suburban car, Thorndon (end lavatory) A 1107 1 End lavatory. To be condemned A 1108 '' Suburban car, Thorndon (end lavatory) A 1110 - A 1111 2 End lavatory. To be condemned A 1113 '' Suburban car, Thorndon (end lavatory) A 1114 '' End lavatory. To be condemned A 1115 '' End lavatory. To be condemned A 1116 '' Suburban car, Thorndon (end lavatory) A 1117 1 A 1118 '' Suburban car, Thorndon (end lavatory) A 1119 '' Suburban car, Thorndon (end lavatory) A 1120 2 Suburban car, Thorndon (end lavatory) A 1121 '' Suburban car, Thorndon (end lavatory) A 1122 '' Suburban car, Thorndon A 1123 '' End lavatory A 1124 '' Suburban car, Thorndon (end lavatory) A 1127 1 Centre lavatory A 1128 '' Centre lavatory A 1130 2 Suburban car, Thorndon (end lavatory) A 1131 '' Centre lavatory AA 1133 1 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1135 2 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1136 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1132 Special Vice Regal car (lavatory, steam heating, and electric lighting) A 1144 2 Centre lavatory A 1145 '' Centre lavatory AA 1146 1 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) A 1151 1 Centre lavatory, steam heating, and electric lighting A 1153 2 Centre lavatory, steam heating, and electric lighting A 1158 '' Centre lavatory, steam heating, and electric lighting A 1160 '' Centre lavatory A 1194 '' Centre lavatory, steam heating, and electric lighting A 1201 1 and 2 Suburban car, Lambton A 1202 '' Suburban car, Lambton A 1203 '' Suburban car, Lambton A 1204 '' Suburban car, Lambton A 1205 '' Suburban car, Lambton A 1208 1 Centre lavatory, steam heating, and electric lighting A 1210 2 Centre lavatory, steam heating, and electric lighting A 1212 '' Centre lavatory, steam heating, and electric lighting A 1213 1 Centre lavatory, steam heating, and electric lighting A 1216 1 and 2 Centre lavatory, steam heating, and electric lighting A 1217 '' Centre lavatory, steam heating, and electric lighting A 1220 1 Centre lavatory, steam heating, and electric lighting AA 1232 1 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1233 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1234 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1235 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1236 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1237 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1238 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1239 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1240 2 North Island Main Trunk (1 centre lavatory, steam heating, and electric lighting) 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wellington District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating AA 1256 2 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1258 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1259 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1260 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1261 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1265 Special General Manager's car (lavatory, steam heating, and electric lighting) AA 1266 2 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1267 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1268 ½ Sleep'g North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1269 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1270 Sleeping North Island Main Trunk (end lavatory, steam heating, and electric lighting) AA 1271 Ladies North Island Main Trunk (2 centre lavatories, steam heating) A 1302 2 Centre lavatory, steam heating, and electric lighting A 1303 '' Centre lavatory, steam heating, and electric lighting A 1319 1 and 2 Centre lavatory, steam heating, and electric lighting A 1321 2 Centre lavatory, steam heating, and electric lighting A 1322 '' Centre lavatory, steam heating, and electric lighting A 1323 '' Centre lavatory, steam heating, and electric lighting A 1324 '' Centre lavatory, steam heating, and electric lighting A 1325 '' Centre lavatory, steam heating, and electric lighting A 1326 '' Centre lavatory, steam heating, and electric lighting A 1328 1 and 2 Centre lavatory, steam heating, and electric lighting A 1329 '' Centre lavatory, steam heating, and electric lighting A 1348 1 Centre lavatory, steam heating, and electric lighting A 1349 '' Centre lavatory, steam heating, and electric lighting A 1350 2 Centre lavatory, steam heating, and electric lighting A 1351 '' Centre lavatory, steam heating, and electric lighting A 1352 1 and 2 Centre lavatory, steam heating, and electric lighting A 1358 '' Centre lavatory, steam heating, and electric lighting A 1359 '' Centre lavatory, steam heating, and electric lighting AA 1362 Ladies North Island Main Trunk (2 centre lavatories, steam heating) AA 1363 '' North Island Main Trunk (2 centre lavatories, steam heating) A 1368 2 Centre lavatory, steam heating, and electric lighting A 1384 '' Centre lavatory, steam heating, and electric lighting A 1386 1 Centre lavatory, steam heating, and electric lighting A 1387 1 and 2 Centre lavatory A 1388 '' Centre lavatory A 1389 '' Centre lavatory A 1390 '' Centre lavatory A 1406 1 Centre lavatory, steam heating, and electric lighting A 1412 2 Centre lavatory, steam heating, and electric lighting A 1413 '' Centre lavatory, steam heating, and electric lighting A 1414 '' Centre lavatory, steam heating, and electric lighting A 1420 '' Centre lavatory. A 1422 '' Centre lavatory, steam heating, and electric lighting A 1459 '' Centre lavatory A 1460 '' Centre lavatory A 1461 '' Centre lavatory AA 1478 Sleeping North Island Main Trunk (end lavatory, steam heating, and electric lighting) AA 1479 '' North Island Main Trunk (end lavatory, steam heating, and electric lighting) AA 1480 '' North Island Main Trunk (end lavatory, steam heating, and electric lighting) A 1481 1 Centre lavatory A 1482 '' Centre lavatory AA 1486 '' Suburban car, Lambton AA 1487 '' Suburban car, Lambton AA 1488 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1489 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1490 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1492 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1493 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wellington District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating AA 1494 1 North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1495 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1496 '' Suburban car, Lambton AA 1497 '' Suburban car, Lambton AA 1498 '' AA 1499 '' Suburban car, Lambton AA 1500 '' AA 1501 '' Suburban car, Lambton A 1504 2 Centre lavatory A 1555 1 Centre lavatory, steam heating, and electric lighting A 1557 '' Centre lavatory, steam heating, and electric lighting A 1558 1 and 2 Centre lavatory, steam heating, and electric lighting A 1559 '' Centre lavatory, steam heating, and electric lighting A 1561 '' Centre lavatory, steam heating, and electric lighting A 1562 '' Centre lavatory, steam heating, and electric lighting A 1566 '' Centre lavatory, steam heating, and electric lighting A 1568 1 Centre lavatory, steam heating, and electric lighting A 1569 '' Centre lavatory, steam heating, and electric lighting A 1570 '' Centre lavatory, steam heating, and electric lighting A 1571 2 Centre lavatory, steam heating, and electric lighting A 1572 '' Centre lavatory, steam heating, and electric lighting A 1573 '' Centre lavatory, steam heating, and electric lighting A 1574 '' Centre lavatory, steam heating, and electric lighting A 1575 '' Centre lavatory, steam heating, and electric lighting A 1579 '' Centre lavatory, steam heating, and electric lighting A 1580 1 Centre lavatory, steam heating, and electric lighting A 1581 '' Centre lavatory, steam heating, and electric lighting A 1582 '' Centre lavatory, steam heating, and electric lighting A 1583 '' Centre lavatory, steam heating, and electric lighting A 1584 '' Centre lavatory, steam heating, and electric lighting AA 1600 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1601 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1602 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1604 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1605 '' North Island Main Trunk (2 centre lavatories, steam heating, and electric lighting) AA 1670 2 Suburban car, Thorndon AA 1671 '' Suburban car, Lambton AA 1672 '' Suburban car, Lambton AA 1673 '' Suburban car, Lambton AA 1674 '' Suburban car, Lambton AA 1677 '' Suburban car, Lambton AA 1679 '' Suburban car, Lambton AA 1681 '' Suburban car, Lambton AA 1682 1 and 2 Suburban car, Lambton AA 1683 '' Suburban car, Lambton AA 1616 1 Sleeping car AA 1618 '' Sleeping car AA 1619 1 Cruiser AA 1620 '' Sleeping car AA 1621 '' Sleeping car AA 1622 '' Sleeping car AA 1687 2 North Island Main Trunk car (lavatory each end, steam heating, electric lighting) AA 1688 '' '' '' '' AA 1709 1 '' '' '' AA 1710 '' '' '' '' AA 1711 '' '' '' '' AA 1712 '' '' '' '' AA 1713 '' '' '' '' AA 1714 '' '' '' '' AA 1715 '' '' '' '' 109 North Island Car Stock 1932 (Continued)

Cars allocated to Wellington District (Continued)

Car Class No of Smoking Lavatory No of Seats Steam Lighting No Compt's Heating AA 1716 1 North Island Main Trunk car (lavatory each end, steam heating, electric lighting) AA 1717 '' '' '' '' AA 1718 '' '' '' '' AA 1739 2 '' '' '' AA 1740 '' '' '' '' AA 1741 '' '' '' '' AA 1742 '' '' '' '' AA 1743 '' '' '' '' AA 1744 '' '' '' '' AA 1745 '' '' '' '' AA 1746 '' '' '' '' AA 1747 '' '' '' '' AA 1748 '' '' '' '' AA 1749 '' '' '' '' AA 1750 '' '' '' '' AA 1751 '' '' '' '' AA 1752 '' '' '' '' AA 1753 '' '' '' '' AA 1754 '' '' '' '' AA 1755 '' '' '' '' AA 1756 '' '' '' '' AA 1757 '' '' '' '' AA 1758 '' '' '' ''

E 1 2 Flat roof

110 Provisions for Day & Sleeping Cars

19/9/1933 Closing date for tenders for 71,000 tablets of toilet soap for use in day and sleeping cars.

14/3/1934 The Railway Board approval for a blanket of “hospital” quality and of fawn colour with blue and yellow striped be adopted as the standard for use in railway sleeping cars, and for tenders to be called for the necessary supply.

27/3/1934 Tenders close for the supply of 1,000 wollen blankets (60 inches by 90 inches) for sleeping cars.

111 Withdrawal of Dining Cars

1/10/1909 Dining cars withdrawn between Wellington and Palmerston North.

30/7/1917 Dining cars withdrawn between Auckland and Rotorua, and Christchurch and Dunedin.

7/8/1917 Dining cars withdrawn between Auckland and Wellington.

20/8/1917 Dining cars withdrawn between Wellington and New Plymouth.

112 Cars at Timaru and Vicinity

26/10/1875 Timaru to Temuka railway officially opened, with excursion. Canterbury Railways No. 21 used to haul train. 112 Cars at Timaru and Vicinity (Continued)

21/12/1875 One locomotive, two cars and twelve wagons arrived at Timaru.

27/12/1875 Special train run from Rangitata to Timaru by Mr Wright [contractor] for his staff.

4/2/1876 Railway opened between Christchurch and Timaru. Excursion from Christchurch arrives in Timaru with a small local engine, a more powerful engine from Christchurch and ten passenger cars.

6/3/1876 First complete through train from Christchurch to Timaru run, as completion of narrow gauge conversion from Rolleston to Christchurch completed. Seven new cars and a brake van brought down to Timaru.

23/6/1876 Mr Lawson [Traffic Manager] takes engine and two cars for inspection of line from Timaru to the Otaio [St Andrews].

28/11/1876 Special train of an engine and car left Timaru for the Waitaki, where it met a similar train from Oamaru. It took railway officials wanting to get to Dunedin. The Oamaru train took them as far as Moeraki, with the remaining journey to Dunedin being done by coach.

17/12/1876 Special train from the south, carrying Mr Lawson and other officials, arrived in Timaru.

16/1/1877 Special train run from Timaru to Waitaki to convey Mr Lawson [Traffic Manager] and Mr Warner [Railway Engineer] in time for them to catch the train leaving for Oamaru.

28/1/1877 Six boys caught trespassing in carriages parked at Timaru railway station.

1/2/1877 Railway opened between Christchurch and Oamaru. Special trains run from Oamaru and Timaru. Excursion from Timaru had one engine [decorated with flowers, evergreens and flags]. Trains crossed at Waimate Junction.

19/3/1877 Waimate branch railway opened today. Ordinary and excursion trains run. Canterbury Railways No. 13 ran one of the trains.

28/10/1877 Special train from Oamaru bringing 17 horses for the Timaru A & P Show.

10/11/1877 Train from Christchurch late again. Had eleven cars and other wagons.

20/1/1878 Special train carrying Mr Conyers and other railway officials covers 100 miles from Christchurch to Timaru in 3½ hours; later carrying on to Oamaru.

26/2/1878 Timaru Station: To Engine Drivers: During the grain season it will be necessary to leave cars standing on the main line at Timaru station overnight. Engine drivers are therefore warned for fear of collision to use due caution in approaching Timaru from either side.

12/3/1878 Sir George Grey arrives at Timaru by special train from Oamaru [via Waimate]. Engine, car and van of special train suitably dressed up.

31/3/1878 Special train run from Timaru to Christchurch and return for Freemasons.

18/4/1878 New car, recently fitted up in Christchurch, on the Pullman car principle, passed through Timaru heading south.

23/5/1878 Lighting in cars commented on. 112 Cars at Timaru and Vicinity (Continued)

19/11/1960 Picnic train run for Timaru South School from Timaru to Waimate, consisting of AB 833; two vans; three 56ft steel cars and 11 wooden cars of various ages. Train ran non-stop through Studholme Junction.

31/12/1960 JA 1243 at head of special race train from Christchurch to Washdyke. AB 789 attached at rear of train at Washdyke to allow train to back onto Fairlie branch and to Racecourse platform.

31/12/1963 Christchurch-Timaru New Years excursion consisted of JA 1246 with six carriages and two vans.

2/3/1968 Fairlie branch officially closed with ‘Farewell to the Fairlie Flyer’ excursion from Timaru to Fairlie and return.

26/11/1970 First run of the Southerner through Timaru.

28/11/1970 JA1267 and 1253 haul last daylight steam express through Timaru – a special heading south.

10/11/1981 Southbound freight train No. 175 had two overhauled and repainted Kingston Flyer carriages in consist returning from overhaul at Addington workshops.

4/12/1981 AC cars 3, 7 and 12 came through Temuka about 1.50p.m. behind DJ 3476 and southbound freight.

5/12/1981 AC cars 3, 7 and 12 arrived in Timaru on southbound goods for picnic train on 7th.

6/12/1981 DJ 3240, running long hood first, arrives in Timaru with AC cars 3, 7 and 12 following picnic excursion to Tinwald.

7/12/1981 DJ 3165 and AC cars 3, 7 and 12 make up Railway picnic train from Timaru to Tinwald and return.

3/1/1982 DJ 3165 and AC cars 1, 12 and 13 arrive at Timaru from Christchurch as a day excursion.

5/6/1982 Otago Excursion Train Trust train passed north through Timaru with Federated Farmers excursion.

3/12/1982 Southbound freight train No. 175 contained two AC cars for use on Staff picnic train on 5th.

5/12/1982 DJ 3073 with AC cars 8036, 8071 and 8157 take Railway staff social Christmas picnic to Tinwald. Left around 9 am., returning just after 5 pm.

2/1/1983 DBR 1282 with AC cars 8071, 8036 and 8088 arrived in Timaru from Christchurch with the Caroline Bay Carnival Express.

20/5/1983 Northbound Southerner had red car in its consist.

3/6/1983 Northbound Southerner had two DJ’s and 9 cars and vans.

1/12/1983 Four former Dunedin suburban car AL 50026, A 50132, A 50176 and A 50140 passed through Timaru on train No. 106 on their way to Auckland.

2/12/1983 Father Christmas travelled from Timaru Locomotive Depot to Timaru railway station in red car A 2119 behind DSC 2257. 112 Cars at Timaru and Vicinity (Continued)

2/12/1983 Car A 2119 brought from Christchurch to Timaru on train 175.

3/12/1983 Car A 2119 returns from Timaru to Christchurch on rear of Southerner train No. 144.

23/12/1983 DF class used for first time on Southerner service on Christchurch-Dunedin section – DF 6202 on down train and DF 6162 on up train. Nine cars/vans were used instead of the usual seven DJ hauled trains.

30/6/1988 DJ 3424 and pilot train for new Southerner service displayed at Timaru railway station. Guests provided lunch on train. Cars consisted of FM 347, A 2100, AS 24, A 2119 and AD 1403.

13/10/1988 DJ 3142, five Otago Excursion Train Trust cars and one Otago Excursion Train Trust van [Kiwi Lager Express] left Timaru at 1.36p.m. for Washdyke and tour of DB Brewery factory.

14/10/1988 Five Otago Excursion Train Trust cars and one Otago Excursion Train Trust van still in Timaru yard.

6/1/1992 Southerner train [probably No. 144] noted at Timaru – DX 5189 and DX 5287 [both working] with three cars and a van

4/12/1992 Ashburton school excursion noted at Virtue Avenue bridge, Timaru at 1.35p.m. – DF 6127, AL’ car-van; two A cars and two AO cars.

6/1/1993 DX 5235, three cars and a van on northbound southerner – departed Timaru 2.55p.m.

13/9/1993 J 1211 and Otago Excursion Train Trust cars in Timaru yard.

19/9/1993 J 1211 with northbound excursion noted passing through Winchester. Excursion from Timaru to Arthur’s Pass.

26/1/1994 Two cars, one being C 169, noted as house at Stratheona Huts, Pleasant Point.

25/4/1994 Car remains of A 1153 noted at Pleasant Point Museum’s storage yard.

[This section courtesy of Mark Denne]

113 Cars not Permitted over Rimutaka Incline

29/5/1937 The following cars are prohibited from running over the Rimutaka Incline:

A 30, 75, 284, 285, 288, 298, 315, 328, 329, 349, 350, 369, 373, 405, 411, 480, 504 to 509, 511, 920, 960, 985, 1077, 1086, 1093 to 1095, 1099, 1100, 1117 to 1131

A 274, 371, 384, 391, 728, 941, 975, 1182, 1201 to 1203 (60'-0” cars)

12/1938 A 298 modified to enable it to run over the Rimutaka Incline.

7/1939 A 960 modified to enable it to run over the Rimutaka Incline. 114 Cars Sold

8/2/1955 The following cars have been sold:

North Island A 92, 725, 743, 747, 752, 753, 754, 756, 757, 786, 809, 868, 914

South Island A 15, 21, 22, 32, 37, 40, 47, 77, 87, 110, 111, 116, 137, 158, 179, 182, 214, 221, 226, 228, 234, 254, 266, 268, 271, 289, 295, 388, 390, 423, 470, 475, 489, 512, 514, 526, 527, 560, 561, 563, 669, 700, 716, 721

115 Steam Heating (Continues from Note 48)

1926 All North Island Main Trunk cars are to have steam heating.

116 Dunedin Suburban Cars (Continues from Note 77)

3/1951 The following cars are allocated to the Dunedin suburban services:

A 266, 953, 832, 1536, 874, 935, 1249, 174, 1000, 1374, 1372, 1424, 952, 1138, 1347, 1545, 692, 716, 1371, 887, 1140, 544, 796, 817, 516, 1373, 714, 885, 713, 1246, 719, 691, 1142, 1252, 680, 1143, 475, 1004, 717, 933, 795, 718, 900

117 Christchurch Expresses

14/6/1934 Addington Workshops – The following cars were prepared for use on the Christchurch to Greymouth expresses:

First Class A 1527 Smoking A 1544, 1545 Non-smoking

Composite A 1535 To non-smoking A 1536 To smoking (done 6/1933) A 1524, 1537, 1635 Smoking

Cars A 1517, 1519, 1543, 1549, 1550, 1554, and 1638 fitted with footrests.

21/10/1998 The consist of train No 700, Coastal Pacific, today is DX 5241, HKP 74, ZH 2051, AG 182, AO 221, AO 238, ASO 27, and A 3022.

118 Pintsch Gas & Other Lighting (Continued from Note 32A)

1906 Westland cars are lit by colza oil, to be replaced by kerosene. 118 Pintsch Gas & Other Lighting (Continued)

6/1906 Gisborne – The colza lamps in cars are to be replaced with kerosene.

The two C cars on transfer to Gisborne have kerosene lamps.

5/1907 Newmarket Workshops – fittings are being manufactured for fitting kerosene lighting to Whangarei Section cars.

2/1908 Greymouth – one car fitted with the Thomas system of lighting [acetylene].

4/1910 Greymouth – ten cars fitted with the Thomas system of lighting

1941 The former Westport Section cars are to be fitted with gas lighting when that Section becomes part of the South Island Main Lines & Branches. The cars concerned are:

A 383, 726, 727, 825, 964, 1183, and 1184

119 Car Lighting – Electric (Continues from Note 32)

1924 Instructions issued for North Island cars to have the electric lighting fitted at either Newmarket or Petone Workshops.

1926 Number of cars fitted with electric lighting:

North Island South Island Total 20/12/1926 14/4/1926 20/12/1926 14/4/1926 1926 No fitted 89 60 69 39 158 99 No of main line Main Trunk cars to 158 187 76 106 234 293 be fitted

3/1928 It has been decided electric lighting should be fitted only to those vehicles of standard design with suitable underframes for the full equipment, which is approximately 700 cars.

20/9/1933 Instructions issued to Otahuhu and Addington Workshops to fit four six-cell battery boxes on cars and postal cars with old-type adjustable truss rods and with twelve-cell battery boxes placed diagonally opposite.

This instruction covers 260 cars in the North Island and 163 cars in the South Island.

20/3/1934 The instruction of 20/9/1933 for the fitting of four six-cell battery boxes is to be carried out at a rate of 80 cars per year in the North Island and 50 cars per year in the South Island.

120 Not used.

121 Passenger Car Stock Position

12/7/1955 During the past six years (April, 1949, to March, 1955) a total of 182 passenger cars was withdrawn from stock for scrapping, sale, or conversion to service vehicles. Of this total, 174 cars were of old design and nearly all were subject to various restrictions in use, many for example being “white-disc” cars restricted to use on trains which do not exceed mixed-train speed. 121 Passenger Car Stock Position (Continued)

Allowing for ten cars transferred from the North Island to the South Island in 1950 and 1953, and for one car transferred from the South Island to the North Island in 1954, the actual “net” losses on each system over the six years were 103 cars in the North Island and 79 cars in the South Island.

The purpose of this survey is to present as concisely as possible the present car stock situation from a national “traffic” point of view and its relation to current trends of suburban railway electrification (Hutt Valley) or dieselisation and the extension of railcar services on main lines.

The following summary of passenger cars stocks at 31 March, 1955, will give a good indication of the number of passenger vehicles that have passed the writing off stage and will serve as a useful starting point for the subsequent observations:

Summary of N.Z.R. Passenger Car Stock at 31 March, 1955

Group Description North South Total No Island Island (1) “White-Disc” cars (built 1888 – 1908)...... 5 32 37 (2) “Yellow-Triangle” cars - 44 ft stock (built 1897 – 1911)...... 25 50 75 47½ ft cars (built 1902 – 1913) (3) Suburban cars...... 11 3 14 (4) Other cars...... 29 75 104 Unrestricted open-platform cars - Small windows (built 1906 – 1915) (5) Suburban cars...... 5 6 11 (6) Other cars...... 30 38 68 Large windows (built 1906 – 1919) (7) Suburban cars...... 85 28 113 (8) Other cars...... 199 75 274 Sub-total 389 307 696 Unrestricted open-platform cars (built 1920 – 1934) (7a) Suburban cars...... 48 4 52 (8a) Other cars...... 90 54 144 (9) Steel-panelled vestibule cars Sub-total 322 187 509

(10) Car-vans (built 1986 – 1914)...... 56 41 97 Sub-total 767 535 1302

(11) Multiple-unit suburban cars...... 128 -- 128 Diesel railcars (12) 48-52 seaters...... 12 9 21 (13) 88-seaters...... 1 -- 1 Grand Total 908 534 1452

Notes on the Various Groups

[Next page] 121 Passenger Car Stock Position (Continued)

Group (1) With the exception of ten cars selected from this group and group (2) for Rewanui Incline service, all “white-disc” cars are being written off.

Group (2) These cars should be written off as they fall due for overhaul. The restricted use made of them does not justify expending up to £1,000 each on future workshop overhaul. The loss of these cars will tend to restrict the Department's capacity to meet requests for special picnic trains and similar services during holiday periods, especially in the Canterbury district, but its is impossible to see how replacement of these vehicles could be justified on economic grounds.

Group (3) It should be possible to dispense with the eleven North Island cars in this group when the Upper Hutt electrification is complete. It may be possible to do likewise with the three South Island cars (Nos 795, 796, and 887) with a slight reallocation of cars on suburban services. These 14 cars are all 49-51 years old.

Group (4) Some cars in this group are used regularly in suburban services, especially at holiday periods when spare main-line cars have to be withdrawn from these services. Districts should be asked what use is made of these cars, and none should be given workshops overhauls unless it is clear that the expenditure is warranted. It is unlikely that replacement of these cars will be necessary. Quite a number are used as vans on suburban shunting services and short distance goods trains, but it is possible these could be replaced by cars from group (6) until such time as the stock of brake vans is adequate.

Group (5) These cars should be maintained as stand-by vehicles for suburban services until such time as new suburban stock can be provided.

Group (6) Many cars from this group are used for strengthening suburban trains and for strengthening relief passenger trains at holiday periods. All are now overdue for writing off, but only a proportion will need replacement. The number to be replaced by new vehicles (of a design suitable for suburban or medium-distance country traffic) will depend upon the extent to which it is decided the Department should maintain its passenger-carrying capacity.

Groups (7) and (7a) These 165 cars form the basis of suburban train services throughout the country but are insufficient to meet all suburban requirements. Most are now overdue for retirement but, if existing suburban services are to be retained and expanded to meet new demands, they would have to be replaced. Early consideration will require to be given to the nature of replacements for suburban services.

Groups (8) and (8a) The 418 cars in this group are used for almost all purposes. Many have to be used regularly in suburban services; all are used for strengthening express trains and forming relief express trains and passenger trains during holiday periods and on special occasions. They are used on mixed trains, military specials, and services to race meetings, shows, etc. Although 274 of these cars are now more than 35 years old, most are in good condition and must be retained if holiday passenger traffic demands are to be met as in the past. With the withdrawal of cars of older types and the introduction of railcars on main- line services, this group will tend to move down in the social scale, and will form our last line of defence against the attacks of traffic demands. When cars from this group are to be written off, preference should be given when possible to those with gas lighting.

Group (9) This relatively small group of cars forms the basis of the Main Trunk express services and of other express trains as required. The number of cars, however, is enough for only about 20 to 24 trains. When it is considered that between 30 and 40 express 121 Passenger Car Stock Position (Continued)

trains will be required as well as all railcars during holiday periods, with the probability of more on peak days, especially if the railcars develop traffic to the extent that is hoped, it will be appreciated these cars and many others must be maintained for this purpose alone.

To minimise the number of cars needed at holiday times, services should be planned whenever possible to obtain the utmost utilisation of stock; two runs shoud be obtained each 24 hours instead of one whenever this can be conveniently arranged.

Outside holiday periods, as much use as possible should be made of spare car stock by encouraging excursion travel.

The need for re-equipping some Main Trunk express services requires consideration.

Group (10) Some car-vans are used in regular suburban service but most are used, in effect, as vans on goods trains whether passenger accommodation is advertised on those trains or not. Although all car-vans are now more than 40 years old, they will have to be retained until van stock is adequate.

Groups (11), (12), (13) All this is new or relatively new stock on which little comment is necessary. It must be remembered, however, the six “Wairarapa” railcars will probably be recommended for writing off soon after the Rimutaka Tunnel is opened for traffic. A substantial increase in passenger traffic on the Wairarapa line may then be anticipated and provision should be made for this.

General Observations

If it is possible, as suggested in this survey, to withdraw from stock all cars in groups (1) to (4) inclusive – except of course the ten cars needed for the Rewanui Branch services – the net result will be a reduction of passenger car stocks since 1 April, 1949, by 173 cars in the North Island and 229 in the South Island, a total reduction of 402 vehicles out of a stock of 1,484 at the beginning of the period. In addition, it is apparent that even some more of the older types could be withdrawn without replacement.

This reduction may reasonably be regarded as the effect of:

(a) the gradual elimination of many mixed train and local passenger train services in country areas in recent years;

(b) the introduction of multiple-unit electric trains in the Wellington suburban area; and

(c) the extension of railcar services on main lines, mainly in replacement of provincial express trains.

It may be noted the new multiple-unit electric trains are equivalent in seating capacity to 122 60- seater suburban cars and the 35 articulated railcars are equivalent – when increased utilisation is taken into account – to about 140 44-seater main-line cars. We would therefore be scrapping about 140 old cars without replacement (based on 1949 stocks).

Hutt Valley Electrification A preliminary survey of Wellington district car stocks indicates that, at 31 March, 1955, there are 34 electrically-lit suburban cars and 91 electrically-lit open-platform main-line cars on which to draw for making up suburban trains. In addition there were 41 gas-lit suburban cars and a number of gas-lit main 121 Passenger Car Stock Position (Continued)

line cars.. Eleven of the gas-lit suburban cars could probably, as already mentioned, be written off when they fall due for overhaul, leaving 64 suburban cars and upwards of 90 spare main-line cars available for allocation to suburban services. This should be adequate for requirements in the immediate future, with six train-sets needed in service daily.

It is for consideration whether any of the electrically-lit suburban cars could be released for transfer to Christchurch. The latter district has asked for a number of suburban cars with multiple-unit type seats to enable the standard of its suburban services to be improved.

Need for Replacement The time when many of the remaining suburban cars should be replaced is rapidly approaching. It is for consideration to what extent these cars should be replaced by either new cars for purely suburban services; new cars suitable for both suburban service and holiday trains; light-weight diesel units (as now being developed overseas; or further multiple-unit electric trains. Whatever type of vehicle is decided upon, it seems most desirable they should be suitable for medium-distance main-line trains and excursions, as well as suburban trains, in order to obtain maximum revenue-earning capacity.

The Holiday Peak Traffic Problem It is for consideration to what extent our passenger vehicle stock should be maintained to meet peak traffic demands. It has traditionally been the function of the railways, as the basic agency of transport, to maintain sufficient equipment to meet all anticipated demands for accommodation. This implies, in effect, sufficient stock to meet the demand on peak days such as the Thursday before Easter.

On the Thursday before Easter 1955, there were at least 54 separate ling-distance trains (some making two trips in the 24 hours) for which cars had to be found. In addition, there was an appreciable number of local passenger and mixed trains, as well as the usual suburban trains. Some reduction was made on the number of cars used on evening peak suburban trains on this day, but they represented only part of the number required.

It seems clear that, for considerable periods of the year, during school holidays, especially during the summer holidays, upwards of 30 express trains will be needed as well as all railcars in oder to meet day-to-day demands for accommodation. This refers to regular holiday traffic, and not just to traffic on individual days.

Summary

The points made in this survey may be summarised as under:

(1) All “white-disc” cars to be written off, except those needed for Rewanui Branch.

(2) All 44 ft “yellow-triangle” cars to be written off as they fall due for overhaul, except any needed for Rewanui Branch.

(3) Districts to be asked whether “yellow-triangle” suburban cars can be written off.

(4) Districts be asked for what services 47½ ft “yellow-triangle” general-purpose cars require to be maintained.

(5) Cars in groups (5) and (6) – ie unrestricted, small-window, open platform cars – to be kept under review for writing off and need for replacement considered.

(6) Consideration necessary to nature of replacements for suburban services. 121 Passenger Car Stock Position (Continued)

(7) Preference in writing off to be given to gas-lit cars.

(8) Need for maximum utilisation of available stock at holiday times; services to be arranged to suit availability.

(9) Need, when practicable, to utilise spare stock for excursions, etc.

(10) Car-vans to be retained until van stock is adequate.

(11) Replacement of Wairarapa railcars to be remembered, and probable increase in Wairarapa passenger traffic.

(12) Consider whether any electrically-lit suburban cars can be transferred Wellington to Christchurch.

(13) Consider extent to which Department should maintain equipment to meet holiday peak traffic demands.

122 Wellington District Car Stock

15/8/1946 56 ft first class cars, 31 seats, 13 in use and 50 ft first class cars, 29 seats, seven cars with five in use and two held as spares. Three used in trains Nos 612, 913, 912, and 931 services. Due to shopping both 31 and 29 seaters, sometimes necessary to utilise Standard type first class cars which are totally unsuitable. During holiday periods 22 first class cars have been available for Main Trunk expresses (five being supplied by Auckland). The 22 first class cars were distributed as follows:

626 – 227 six 31-seat cars, two 29 seat cars 688 – 229 six 31-seat cars 638 – 333 one 31-seat car, five 29 seat cars 666 – 231 two 29-seat cars

Two additional “J” expresses run, had second class accommodation only.

56 ft second class cars, 56 seats, 39 in use and 50 ft second class cars, 15 in use and five held as spares. Four of the 56-seat cars are in trains Nos 610, 507 services. A 1977 only recently reconverted from an ambulance car. This left 34 for Trunk expresses and after allowing for shopping, etc, the stock is insufficient for three expresses each way, 44-seat cars have to be utilised. With three expresses each way, the 56-seat cars are utilised as follows:

626 – 227 14 cars 688 – 229 8 cars 638 – 333 12 cars.

Nos 638 and 333 services are built up with 44-seat cars, three on each train. (Three 44-seat cars on No333 are Auckland stock.)

The usual additional expresses are made up as follows:

666 9 44-seat cars, 1 51-seat car 231 7 44-seat cars, 3 51-seat cars (Auckland stock) 122 Wellington District Car Stock (Continued)

J.4 3 44-seat cars, 8 51-seat cars J.3 11 51-seat cars (Auckland stock) J.8 11 51-seat cars J.5 9 51-seat cars (Auckland stock)

The reconversion of the remaining ambulance cars (A 1976, 1978, 1984, 1985, 1986, 2008, 2009, and 2010) to 56-seat cars, will assist the position. However, it will still be necessary to utilise 51-seat cars for Trunk expresses during holiday periods and therefore it is desirable that all 51-seat cars be fitted with Scarrett or improved seating.

Six 56 ft first class cars with coupe compartment, five in use and one held as a spare. Five are in regular use on trains Nos 507 and 610. The sixth is frequently used on Auckland expresses for replacement purposes when other first class cars are under repair, etc.

50 ft second class cars, with 51 or 52 seats (class AA). 26 in use and ten held as spares. During holiday periods all these cars are used on ordinary and relief expresses, both district and trunk. At present are in use in suburban and Wellington - Gisborne – Napier services. Fourteen are fitted with Scarrett or high-backed seating, the remainder are of the low-backed type and are totally unsuitable for other than suburban services. All should be fitted with Scarrett or improved seating and water tanks of greater holding capacity provided.

123 Reseating of Cars

27/7/1928 Instruction issued to Addington and Newmarket Workshops – Springs of larger diameter to be used in seats (for turnover seats BP y6520) in cars.

23/8/1928 Instructions issued to Newmarket Workshops to fit seats in one Main Trunk car only with seat indicators to BP y8774.

26/9/1928 Instructions issued to Newmarket, Petone, Addington, and Hillside Workshops – First class chair seats link brackets to be made of cast steel. For A cars with seats to BP 4707.

1/11/1929 Instruction issued to Otahuhu and Hutt Workshops to make new Main Trunk seats. Hutt Workshops to make all castings (aluminium-alloy No 2-l-5). Otahuhu Workshops to finish seats. Spring seats and backs ready for covering to be obtained from Stores – first class Mian Trunk cars (Rotorua service).

24/11/1931 The tender of Woolston Tanneries Ltd for the supply of 8,840 square feet of red upholstery leather, machine buffed, £303.17.6, is accepted.

11/8/1932 Instruction to Addington Workshops – Currently being manufactured are one set of sets in Crockett's Duck and about ten car sets in MacInlop's red. The manufacture of these may be completed but they are not to be upholstered in Crockett's Duck or MacInlop's red but in red leather the same as used in first class seats.

A total of 26 Scarrett seats now being manufactured in Crockett's Duck and 256 in MacInlop's red are to be completed in red leather.

6/7/1933 Instructions to Otahuhu, East Town, and Addington Workshops – Make and fit wooden guides for arm rests on Scarrett seats. This fittin is to preven the arm from chafing the leather cover of arm rests. 123 Reseating of Cars (Continued)

24/11/1933 Instructions of 6/7/1933 cancelled and replaced by new instructions. Make and fit steel plate to carry arm rest clear of the arms of Scarrett seat backs.

7/3/1935 Sufficient elbow room is not allowed as the wind shield which has been placed at the side of the double-seat at the ends of each compartment in the second class cars which are being altered.

22/3/1935 Arrangements have been made to place the seat and back of end chairs further forward from the partition. The arm rest is also being lowered and a small pad fitted to the upright screen to ensure reasonable comfort.

31/1/1938 Instructions issued to Otahuhu and Addington Workshops to fit 16 gauge mild steel protection plate to first class reclining chairs to BP w32080.

7/7/1941 Instructions have been issued for the conversion of high-backed Addington chairs to suburban type low-backed Addington chairs, and to carry out this work 843 Dunlopillo and 885 Hairlok seat units have been ordered. This work is being carried out in connection with the work of reseating the old Main Trunk cars as suburban cars.

20/4/1944 Instructions issued to Otahuhu Workshops to modify the bases of single and double revolving chairs to BP x25464 to the the boxed in type BP x25783. One car set is to be prepared in advance and placed in a first class car. The seat bases removed from this car are then to be altered in readiness for the next car, and so on.

First class 56 foot car with seats to BP x25464.

20/9/1944 (1) Old Main Trunk Cars, BP 4440, etc.

Convert all remaining 50 ft cars BP 4440 with centre lavatories (single or double) to end lavatory suburban cars, with 51 seats to Plan No 8 on BP y 35536.

One car at least to have first class seating to BP 4385 altered by cutting out the “recline” position, and with new (double) seats and backs, etc, as shown on BP y35740. (Note: if seating is available, more cars should be fitted with this type of seating.)

Not more than 25 cars to have Scarrett seating to BP x25134 or BP w30034 (as available).

Convert day-sleeping cars to end lavatory suburban cars with 52 seats to Plan No 6A on BP y35536; seats and lavatory to be arranged as on cars AA 1268, 1269, using altered first class chair seats BP 30490.

These chairs are to have the throw reduced to about 2'-11” as indicated on OP 1890, and are also to be reconstructed to take two passengers each in a manner similar to the corresponding alteration to BP 4355 chairs, shown on BP y35740.

Allocation to remain as at present.

Lavatories to have two towel rollers fitted.

(2) Car-Vans

Convert ten 47½ ft cars to car-vans to seating Plan No 7 on BP y35536, with end lavatory and 13'-3” guard's compartment to BP x25709. 123 Reseating of Cars (Continued)

Two cars to be fitted with first class chairs BP 4707, with throw reduced to 2'-11” as indicated on OP 1890.

One car to be fitted with Scarrett seats to BP x25134 or BP w30034.

Seven cars to be fitted with Addington chairs with backs altered to BP w30490.

Fit screens similar to BP w30412 to end fixed chairs.

Fit heating stove BP y35045 in guard's compartment of all cars except A 976. For position see BP x25709.

(a) Cars BP 3090 with end lavatory Car bodies to be placed with lavatory at end opposite handbrake; lavatories to be renovated if necessary.

(b) Cars BP 3090 without lavatory Remove existing partitions and lavatory (if any) and fit new end lavatory similar to No 2 on BP w30216 at end remote from handbrake.

(c) When cars are converted to car-vans, reclassify AF.

22/10/1948 The discontinuance of the work of converting certain cars in the North Island to car-van has resulted in the retention of a number of old-type first class and composite cars in the original condition. The position has been reviewed and it has been decided these cars, together with certain others, be redesignated second class by altering the class plates. No alterations to the seating arrangements in these cases are to be made in the meantime.

It has also been decided all first class and composite cars which remain listed under the current programme for reseating and conversion to second class are to be redesignated second class by altering the class plates as soon as possible, the actual work of reseating to continue to be dealt with as at present.

13/10/1949 Moquette was used for covering saets of cars during the period 1925-29, but owing to the difficulty in removing stains and the keeping of the material clean the Department reverted to the use of leather coverings.

26/10/1982 Instruction issued to Addington Workshops to make new inter-provincial seats to new Diagrams 11040166 to 11040171, and fit to refurbished class A and AL cars.

Supplies of Toyad flame-resistant neoprene foam has been ordered from the United States of America.

31/1/1983 Place notice “Passengers Must Not Turn Seats” on walls above seats. This instruction is to be done immediately without delay. Cars of the Northerner, Southerner, Endeavour, and Silver Fern services.

124 Christchurch District Services

6/12/1926 Express train running between Christchurch and Parnassus commenced running. 124 Christchurch District Services (Continued)

2/9/1936 Consist of Christchurch – Rangiora train – 60ft car-van (A 963), one standard composite car, and three longitudinal seated cars (for school children, not run on Saturdays).

30/7/1942 A 205 and 595 have been renovated for the Christchurch – Lyttelton service. These cars will provided the accommodation required by Ministers of the Crown.

1/11/1943 First class accommodation on suburban trains in the Christchurch suburban area discontined from this date, except for passenger trains running to or from the Lyttelton Ferry Wharf.

23/12/1976 Christchurch – The five cars previously used on the Lyttelton ferry service are to be transferred to the North Island early in January.

125 Capacity of Wellington Suburban Cars

14/12/1944 Instructions issued to Otahuhu and Hutt Workshops and Car & Wagon Inspector, Wellington, to stencil the seating capacity of each car on the inside of the end partitions on all cars used in the Wellington suburban area. Size of the stencil letters 1½ inches to match existing class and number. Stencilling to be located in most suitable position in close proximity to existing class and number, thus:

A 1218 Seats SECOND CLASS 63

126 Reservation of Seats

2/7/1906 Reservation of seats in express and Mail trains between Invercargill and Christchurch (first class passengers only) commenced.

14/1/1909 Arrangements made to number the seats of Main Trunk express cars so seats may be reserved.

29/10/1929 Instruction issued to Otahuhu Workshops to fit trains Nos 229, 688, 227, and 626 with car lettering device shown on BP y35170. Vitron enamelled plates and slides shown A, B, D on BP y35170 to be obtained from Stores Branch. To be fitted to the cars at Auckland.

8/3/1937 Instruction to put two additional screws in all double reserved seat holders and one additional screw in single reserved seat holders. Check all holders are correctly fitted and reserve card cannot slip down between the holder and the wall. All A and AA class cars.

12/12/1945 Complaints have recently been received that damage has been done to passengers clothing, due to contact with screws or sharp edges of seat number discs on the Wellington to Auckland expresses.

It is realised the damage to car fittings is generally due to interference by passengers and the attempt to remove screws by vandals with pocket knives, etc., often leaves jags on the screw heads. This, however, does not absolve the Department from claims for damage to clothing, etc, and every care must be taken to see that no cause for complaints exist.

127 Alterations to Car Interiors

18/12/1924 Instructions to Otahuhu and Addington Workshops – Antique finish net rods and all brass 127 Alterations to Car Interiors (Continued)

fitting, including brackets and clips, window fittings, locks, seat indicators, etc. This is to be done to all cars with fittings not already antique finished of silver oxidised. Work to be carried out when all fittings are removed from cars during overhaul.

1/6/1928 Instruction issued to Petone and Newmarket Workshops for the racks to carry folders to be shifted to the position shown on BP w30013.

18/12/1928 Instructions to Newmarket and Addington Workshops – Class A cars – False bottom in receptacle for used paper drinking cups. The added inscription on the receptacle is to be transferred on instead of printing.

16/2/1929 Instructions to Otahuhu and Addington Workshops – Fit first and second class Main Trunk cars and first class main line cars with partitions. One of each car to be fitted first at Otahuhu Workshops for inspection. After work has been carried out, cars may go into service. [Cancelled 23/12/1932]

24/3/1930 Instructions to Otahuhu and Addington Workshops – All filters in cars are to be examined and any metal parts inside filters not electroplated are to be electroplated, also any parts that show the electroplating coming off to be re-electroplated.

31/3/1930 Instructions to Otahuhu and Addington Workshops – All spittoons to be removed in second class cars that are regularly used on express train services. Linoleum is to be provided on the floors of all second class cars used on express train services.

28/4/1930 Instructions to Invercargill Workshops – All spittoons to be removed in second class cars that are regularly used on express train services. Linoleum is to be provided on the floors of all second class cars used on express train services.

5/12/1930 Instruction issued to Hutt Workshops to make locks for “Smoking” plate (BP w30213) and supply to Auckland for fitting.

26/2/1931 Instructions to Otahuhu and Addington Workshops – Make and fit a wooden cover and locking device for all standard filters in all cars with filters. Rubber rings to be fitted.

25/5/1931 Instruction issued to Otahuhu Workshops – Make 128 reversible “Smoking” - “No-Smoking” notice plates and fittings complete with locking device and forward completed sets to Car & Wagon Inspector, Wellington, for fitting to 64 suburban cars at Lambton.

29/5/1931 Instructions to Otahuhu and Addington Workshops – Antique finish net rods and all brass fitting, including brackets and clips, window fittings, locks, seat indicators, etc. This is to be done to all cars with fittings not already antique finished of silver oxidised. Work to be carried out when all fittings are removed from cars during overhaul.

23/12/1932 Instruction of 16/2/1929 re: fitting partitions in certain cars cancelled.

19/10/1933 Instructions to Otahuhu and Addington Workshops to make and fit blinds and side channels to BP w30417 to all cars with steam heating and electric lighting.

28/5/1934 Instructions to Otahuhu and Addington Workshops – Remove all maps and map frames from cars. Clean and revarnish frames. Fit new frames where required. Fit revised issued of pocket guide map, one of the North Island and one of the South Island, to renovated or new frames and place one of each map in each compartment of cars fitted with steam heat gear. 127 Alterations to Car Interiors

This instruction applies to all class A and AA cars; except AA 1265, 1132, 1137, 1619; A 529, 683, 1617, 1655; also sleeping cars, birdcage, and coupe compartments of coupe compartments of coupe cars.

5/3/1935 Instructions to Otahuhu and Addington Workshops to provide coat and hat hooks to all cars that have been reseated or modernised – cars to BP's 3090, 4271, 5235, x7300, and x7360. The hat hooks are to be fitted in a convenient position on the side wall adjacent to each seat.

8/3/1935 Instructions issued to Otahuhu, Addington, and East Town Workshops to make and fit a copper oxidised shade over the end bracket lamps on steel panelled cars. This shade is to be so arranged as to shield the light from passengers other than the occupant of the end seat.

26/8/1936 Instruction issued to fit transfers to BP w30587-A on end walls of all compartments in cars as follows:

1 One compartment and coupe cars to have a transfer at each end of cars and one in the coupe.

2 Two, three, and four compartment cars are to have one transfer in each compartment. Saloon cars and sleeping cars with opening windows to have one transfer in each compartment, fixed in the most suitable position.

Fit transfer BP w30587-B to all cars with Tanner valve flush.

8/2/1938 Instructions issued to stencil list of contents on tool box and storm lamp box in all car-vans.

15/9/1938 Instructions issued for all spittoons to be removed in second class cars that are regularly used on express train services. Linoleum is to be provided on the floors of all second class cars used on express, suburban, and branch line services.

11/4/1940 Instructions issued to Otahuhu, East Town, and Addington Workshops – Pin all Traffolyte notices with recessed head screws. Remove the ordinary type of wood screw from all Traffolyte notices in cars and replace with recessed head screws.

13/6/1940 All cars built after 11/6/1940 are to be fitted with net racks to Bp w30740.

3/2/1941 Instructions issued to Otahuhu and Addington Workshops to alter mat recesses to accommodate standard mats to BP y35705, on all 50 foot and 56 foot steel panelled cars. Existing mats replaced by the new standard mats are to be utilised for replacements in cars not altered.

21/12/1945 Auckland – Match striker plates are seldom, if ever, used. When cars are in workshops for paintingit is necessary to remove the match striker plates, dip them, and replace them after painting.

15/2/1946 Match striker plates are to be removed from cars when the interiors of cars are repainted.

128 Car Bogies

29/1/1929 Instructions to Otahuhu and Addington Workshops – Bogies BP x7781 to have bothh end stays altered to suit automatic coupler and draft gear; alterations to be made to new bogies building.

7/2/1931 Instruction issued to Otahuhu Workshops to build 44 bogies BP x25140, fitted with SKF roller bearing boxes, for fitting to 56 ft sleeping cars and 50 ft first and second class Main Trunk cars. 128 Car Bogies (Continued)

20/2/1931 Instruction issued to Otahuhu Workshops to build 22 car bogies to BP x7781. These bogies to replace bogies taken from cars in connection with building eleven class UG wagons (instruction of 2/10/1930). Bogies BP 4274 (taken from types of cars enumerated below) will replace bogies BP 2794, removed fromcars for use under UG wagons. Above new bogies, BP x7781, will replace bogies BP 4274.

Bogies to BP x7781 to be built to replace bogies to BP 4274 taken from the following types of cars:

50 ft Main Trunk sleeping cars BP 4441, etc 50 ft Day cars BP 4440 50 ft Main Line cars BP x7360

30/3/1931 Instructions to Otahuhu and Addington Workshops – Make extension angles and bolster buffer plates for bolster ends for bogies to BP x7781. These are to be fitted at Car & Wagon depots.

26/3/1931 Instructions to Otahuhu and Addington Workshops – Alter existing axle box and make and fit new axle box to BP y7782 for bogies BP x7781.

28/7/1931 Instruction issued to Otahuhu Workshops to make and fit new spring gear to one pair of SKF bogies for trial on a 56 foot sleeping car. [Closed 1/10/1932]

2/12/1931 Instructions to Otahuhu and Addington Workshops – Make and fit axle box brasses and alter axle boxes on cars with bogies BP x7781 and BP x8655.

15/3/1932 Instructions to Otahuhu Workshops to alter forty SKF class AA car bogies by replacing the spring axle box with lamenated springs over the axle box.

11/3/1933 Instructions to Otahuhu and Addington Workshops – Make and fit lubricating fittings for SKF axle boxes on cars.

3/4/1934 Instructions issued to alter the spring hangers of SKF bogies.

15/5/1934 Instructions to Otahuhu Workshops to build thirty car bogies.

14/9/1934 Instructions to Otahuhu and Addington Workshops – Fit strengthening plate to SKF bogie frames.

16/10/1934 Instructions to Otahuhu and Addington Workshops – Alter frame of bogie in order to clear the Janney Yoke key when being withdrawn. The frames of the existing bogies to have on the the car headstock end of the bogie altered.

25/2/1935 Instructions to Otahuhu, Addington, Hutt, Hillside, and East Town Workshops to modify SKF roller bearing bogies.

20/12/1935 Instruction to Addington Workshops to build roller bearing bogies BP x25330 for five semi- sleeping and two first class cars.

13/7/1936 Instruction to Addington Workshops to fit cars with Isothermos axle boxes in place of axle boxes to BP y7782 or BP x25178. The latter are to be retained meantime for replacements. This instruction applies to all cars with bogies to BP y7781 and Main Trunk cars not yet allocated for roller bearings. 128 Car Bogies (Continued)

29/7/1936 Alter brake beam safety straps on cars with roller baering bogies so as to give sufficient clearance from the brake beam when blocks, etc, are worn.

4/1/1937 Instructions to Otahuhu and Addington Workshops to weld stiffening plate to bogie transome on welded underframes to BP's 25400, 25415, and 25421 for carrying chains for lifting derailed roller bearing bogies.

1/2/1937 Instructions issued to renew bogie check chains on roller bearing bogies to BP x25140, on all cars with roller bearings to BP x25140.

2/7/1937 Instruction to Addington Workshops to build roller bearing bogies BP x25330 for seven first class and thirteen second class cars.

2/7/1937 Instruction to Addington Workshops to build roller bearing bogies BP x25330 for:

8 existing class AA cars 6 new class AB semi-sleeping cars 30 new class AB second class cars 15 new class AB first class cars

129 Drawgear

23/5/1928 Instruction issued to Petone and Newmarket Workshops to fit lifting rings to coupling links for 50 ft Main Trunk cars.

18/6/1928 Instruction issued to Addington and Hillside Workshops to fit lifting rings to coupling links for Main Trunk cars.

3/2/1932 Addington Workshops – instruction of 18/6/1928 in connection with the fitting lifting rings to coupling links completed.

8/4/1933 Mark cars with symbols denoting classification of drawbars as shown on BP y35353 (new drawing).

20/4/1933 Instructions to Otahuhu and Addington Workshops – Drill hole in car floor to give access to Janney Yoke drawbar key and fit cover plate on all cars with Janney Yoke drawgear.

21/3/1935 Instructions issued to fit slot protectors on coupling pins of all cars.

23/9/1936 Instructions to Otahuhu Workshops – alter Janney Yoke drawgear gear on all cars with this drawgear.

1/4/1938 Instructions issued to Otahuhu and Addington Workshops – fit lifting straps to all coupling links on Main Trunk and main line cars.

15/2/1939 Instructions issued to modify Janney Yoke drawgear.

11/4/1939 Instructions to Otahuhu and Addington Workshops – alter Janney Yoke drawgear gear on all cars with this drawgear. 130 Window Alterations

14/3/1933 Instructions to Otahuhu and Addington Workshops – Enlarge outlet pipe on water drip tray on cars with drop-type windows.

14/12/1935 Instruction to Otahuhu Workshops – alterations to cars with drop windows.

131 Door Alterations

18/11/1930 Instruction issued to Addington Workshops to fit Rubo gasket on car end doors as shown on BP w35213. To fit 80 cars on the most important trains.

Instruction issued to Otahuhu Workshops to fit Rubo gasket on car end doors as shown on BP w35213. To fit 85 cars on the most important trains.

22/4/1931 Instructions to Otahuhu and Addington Workshops – Fit a strip of felt to act as a dust excluder on the doors of Main Trunk and main line cars.

23/7/1931 Instructions to Otahuhu and Addington Workshops – Make and fit locks for coupe doors on cars.

16/1/1933 Instructions issued to fit hooks, brackets and eyes to lavatory doors shown on BP y35337 on those steel panelled cars which are fitted with cabin hooks on hinge stile of lavatory door. The cabin hooks to be recovered.

30/6/1936 Instructions to Otahuhu and Addington Workshops – Replace the two narrow end sliding doors on cars fitted with vestibules by one sliding door 2 feet 0 inches wide and reduce the door opening by 1 foot 9½ inches by attaching a 2½ inch dummy post at one side.

18/6/1940 Instructions issued to Otahuhu and Addington Workshops to knurl the grip of the round handles on existing 56 foot cars.

Fit to all 56 foot cars building new elliptical door handles to BP w30021.

31/3/1943 Instructions issued to Otahuhu, Addington, and East Town Workshops to replace car end door stop to BP y35278 by door stop to BP y35852.

132 Postal Cars

7/2/1930 Instructions to Otahuhu and Addington Workshops – Fit protection boards on end platforms on postal cars with end recessed doorways.

4/3/1931 Instructions to Otahuhu and Addington Workshops – Fit Westinghouse Brake emergency brake valve to all postal cars in a position convenient and accessible to sorting tables. Notice plate BP y35015 to be placed immediatley above valve.

4/3/1933 Instructions issued for the following work:

(1) Fit locking devices to postal car letter box flaps.

(2) Alter existing locking device to postal car letter box flaps. 133 Lighting Equipment

6/6/1931 Instructions issued to Hutt and Hillside Workshops – Alter Pintsch gas burners. To be sent to Car & Wagon Inspectors for fitting to cars.

3 15/2/1932 Instructions issued to drill two holes /16 inches in diameter in bottom of casing of gas gauge on all cars with gas lighting. This alteration is necessary on account of accidents having occurred by gas leaking into the body of the gauge and blowing out the glass into the faces of employees. To be done when gas gauges are being checked.

19/4/1934 Instructions issued to remove ventilators from gas lamps, shorten lamp chimney, fit lead sheet on lead wall bedded to canvas, fit asbestos sheet and steel plate on ceiling to BP y35414.

13/9/1934 Instructions of 19/4/1934 cancelled.

15/10/1934 Instructions issued to make and fit mantle protection plate B on BP y35268 to gas lamp burners.

16/10/1945 Instructions to Otahuhu and Addington Workshops to alter the span type refectors to enclosed type on vestibule lights of 56 foot cars and only 50 foot cars fitted with vestibules and this type of light. Connecting vestibule lights with open type reflectors are to be modified similarly. The above modifications have been made to prevent the intrusion of dust, etc, into the lamp and obscuring the light.

28/8/1980 Instructions issued to fit distribution boxes to cars, removing the existing Tonum equipment.

12/6/1985 Instructions issued to fit distribution boxes to cars as they pass through Workshops. These are required to automatically turn the power off in stationary cars.

7/8/1985 Instructions issued to fit distribution boxes to cars as they pass through Workshops. These are required to automatically turn the power off in stationary cars.

134 Alterations to Brake Gear

10/9/1930 Instruction issued to Otahuhu Workshops to make and fit protection plates for air brake coupling cocks. These plates are to protect cock handle from being closed by steam heat hose. To fit all cars with steam heat apparatus.

15/5/1931 Instructions issued to Otahuhu, East Town, and Addington Workshops to alter the brake gear of cars with a tare of 20 to 21 tons.

12/10/1931 Instructions issued to Hutt and Addington Workshops – Remove emergency brake valve box from cars, alter, and refit to cars. Main Trunk and main line cars fitted with emergency brake valves.

25/6/1945 Instructions issued to remove two links from handbrake chains (seven links to five links) on all 56 foot car stock with brake arrangement to BP y25908.

30/7/1979 Instructions to Otahuhu, East Town, and Addington Workshops to fit emergency application valves to Northerner, Southerner, and Endeavour cars.

4/12/1979 Instruction issued for emergency brake valves to be fitted to suburban cars. 135 Ventilators

8/10/1925 In the standard suburban cars i use between Wellington and Upper Hutt the roof ventilators are so constructed that they are always open and cannot be closed. In the latest type of these cars small window ventilators are also provided and these can be opened or closed at will, but from observations made they are very little used.

A number of the older type cars are, in addition to roof ventilators, fitted with ventilators in the walls, which are provided with wooden shields for opening and closing and are easily manipulated.

A complaint originated from a member of the Lower Hutt Civic Association who was unable, on one occasion, to open one of the small window ventilators.

An inspection of the ventilators on the cars in question has been made and it was found, owing to having become stiff due to the prolonged wet weather, someof them were difficult to open. All ventilators have now been attended to and no further difficulty dhould be experienced.

The Car & Wagon Inspector, Wellington, has been instructed to see that all ventilators of cars are kept in working order. Particular attention to be paid to smoking cars. Guards have been directed to pay attention to the ventilators of the cars by use of the ventilators when necessary.

27/3/1928 Instruction issued to Petone Workshops to fit twenty Main Trunk cars with MM ventilators to BP w30002.

1/10/1929 Instruction issued to Otahuhu and Addington Workshops to fit MM bonnet ventilators with gauze, as shown on BP w30093, on all cars. This gauze is now supplied with ventilators but ventilators fitted to the De Luxe cars will require to be done. Ventilators fitted to lavatories are not to be altered.

136 Lavatory Compartments

29/6/1928 Instructions issued for all parts of lavatory fittings likely to corrode to have antique finish.

25/7/1928 Instructions issued for the chute to be altered from mild steel to 16 BG zinc and shield added round base of chute. [Cancelled]

12/2/1929 Instruction issued to Hutt Workshops to make one complete anchored towel container to be made for trial purposes, and sent to Chief Mechanical Engineer's office.

1/3/1930 Instructions to Otahuhu and Addington Workshops – Fit all cars used on express trains with cisterns BP w30000 and hoppers to BP w30004. [Cancelled]

25/3/1930 Instructions issued to Otahuhu and Addington Workshops – Fit trapped hopper to BP w30004. Fit cisterns BP w30000. Cover floor of lavatories and ablution places with Rublino. Cover floor with Sundeala or Agasote, cover walls with metal-faced 3-ply. Fit new ventilators. Fit new sanitary block cages. Fit lavatory lock indicator BP y35176. Add transfers. Plate all fittings, etc. Paint lavatory with Pernoglaze. [Cancelled]

25/6/1932 Instructions issued to Otahuhu and Addington Workshops – After inspection and where considered necessay, improve lavatories and ablution places as follows:fit trapped hopper to BP w30004. Fit Tanner flushing valves. Cover floors with improved flooring, also paint interiors. Line roof with Sundeala or Agasote, cover walls with metal-faced 3-ply. Fit new ventilators. 136 Lavatory Compartments (Continued)

Fit new sanitary block cages. Fit lavatory lock indicator BP y35176. Add transfers. Plate all fittings, etc. Main Trunk cars and cars used on express services. [Cancelled]

28/5/1932 In the North Island, 39 cars have been modified according to the instructions of 25/6/1932, and 40 cars in the South Island.

4/12/1933 Instruction issued similar to that of 28/5/1932. [Cancelled]

12/8/1935 Instructions issued to Otahuhu Workshops to fit Tanner valves to the lavatories of any class AA sleeping or special cars now fitted with Hush flush valves. [Cancelled]

18/5/1936 Instruction to Hutt Workshops to make 100 powdered soap containers to railcars fitted with lavatories and all cars building. Otahuhu and Addington Workshops to obtain the soap holders from Woburn Stores. [Cancelled 24/3/1937]

19/5/1936 Instructions issued to Otahuhu Workshops to fit Tanner valves to the lavatories of any class AA sleeping or special cars now fitted with Hush flush valves. Also day cars. Stencil a notice adjacent to the lever “To Flush, Turn Lever Right Over Slowly”.

2/12/1936 Instruction to Addington Workshops to remove the tiles in the lavatories in the steel panelled cars and replace with plymax.

24/3/1937 Instruction to Hutt Workshops to make 100 powdered soap containers to railcars fitted with lavatories and all cars building. Otahuhu and Addington Workshops to obtain the soap holders from Woburn Stores. [Cancels instruction of 18/5/1936]

13/7/1937 Instructions issued to Otahuhu Workshops to replace older type ventilators in car lavatories by M M Bonnet ventilators. [Cancelled by instruction dated 4/8/1937]

4/8/1937 Instructions issued to Otahuhu Workshops to replace older type ventilators in car lavatories by M M Bonnet ventilators. In cases were the mirror is placed over the inside ventilator cossing the space between the wall and mirror is to be filled in to prevent the deposit of rubbish and boxing perforated to ensure proper ventilation.

8/3/1938 Instructions issued to Otahuhu and Addington Workshops – fit Security type toilet roll holders (BP y35633) to all steel panelled lavatory cars other than those cars for which the Deanoid holders to BP y35601 are specified.

14/7/1939 Wellington – When the original bottle openers wrer fitted, many years ago, cases of theft were discovered; however, subsequent to the openers being secured by bolts, no further instances of removal have been reported.

4/8/1939 Instructions issued to Addington Workshops to fit bottle openers to BP y35592 in all car lavatories. Bottle openers are to be bolted through the lavatory compartment wall where possible and the ends of threads burred over. Fit transfers identifying bottle openers to BP y35056 item N.

29/5/1940 Instructions issued to Otahuhu and Addington Workshops to fit ¾ inch by ¼ inch protection bars to BP y7307 to the lavatory windows of cars not already so fitted. Apart from cars due for shopping, this work should be carried out at Car & Wagon depots.

24/6/1940 Approval to fit guard bars to the windows in lavatories adjacent to the wash basins. The protection bars are to be painted black. 136 Lavatory Compartments (Continued)

9/5/1941 Instructios issued to Hutt, Addington, and Hillside Workshops – The window protection bar ends (in car lavatories) to BP y8639 Part B has been amended to show a new type ofbar end.

This alteration has been occasioned by the frequency with which these bars have been reported missing.

The old type of bar end held in place by two round head screws, was not rigid enough to prevent the bar being bent to such an extent that its removal was possible. Bars with one end sweated on had the screws removed from that end and the bar end.

The new type, held in place by four countersunk screws, will be more difficult for unauthorised persons to remove without the aid of a screwdriver.

26/9/1941 Instructions issued to Otahuhu and Addington Workshops – Improved lavatories and wash places. Fit trapped hopper to BP w30004. Fit Tanner flushing valves. Cover floors with approved rubber flooring. Paint new lavatory interiors. Line roof with Sundeala or Agasote, cover walls as directed on Drawing. Fit MM ventilators. Fit new sanitary block cages. Fit lavatory lock indicator BP y35176. Add transfers. Plate all fittings, etc. Line wash place floor with galvanised iron and fit leatherfold mats. All cars fitted with both steam heating and electric lighting.

14/11/1941 The Vaughan Never Chip type of bottle opener fitted in car lavatories is not now obtainable and the replacement of lost openers in car lavatories will have to be suspended until supplies are again available.

3/12/1941 Instructions issued to Otahuhu and Addington Workshops – the shelves to BP y35202 in 50 foot cars and 50 foot sleeping cars are not used and are regularly damaged by passengers, are to be removed and not replaced when damaged.

17/6/1949 Otahuhu Workshops – The fitting of bottle openers has now become shop practice and all cars with lavatories have these fitted as they pass through Workshops.

10/3/1955 Instructions issued to Otahuhu and Addington Workshops – Replace existing wash basins to BP x30026 with new type wash basins to BP w30700 and w30909 on all 56 foot and 50 foot steel panelled main line first and second class cars.

137 Birdcage Cars

2/5/1900 A spare saloon car stands at Rotorua for two days at a time.

9/12/1930 Instruction issued to Otahuhu Workshops to overhaul the birdcage cars used on the Napier and New Plymouth express trains.

30/1/1936 Instruction issued to Addington Workshops to fit three saloon cars with steam heating, two radiators in each compartment and two radiators in the long compartment. Renovate lavatory. Re-upholster seats in red leather.

To select three of the following cars: A 47, 114, 130, or 494. 138 Ashtrays for Cars

4/4/1930 Fit all first class smoking cars with ashtrays shown on BP y35032. [Never issued – see instruction of 28/1/1931]

28/1/1931 Instructions issued to Otahuhu and Addington Workshops – Fit all first class smoking cars with ashtrays shown on BP y35032. Supplies of ashtrays to be obtained from Hutt and Hillside Workshops. [Cancelled]

7/2/1931 Instructions issued to Otahuhu and Addington Workshops – Fit all first class smoking cars with ashtrays shown on BP y35032. Supplies of ashtrays to be obtained from Hutt Workshops.

6/3/1934 Instruction of 7/2/1931 cancelled.

139 Front Board of Fixed End Seats

14/3/1949 Instructions issued to Otahuhu, East Town, and Addington Workshops to remove the front boards from the totally enclosed space underneath the end fixed chair seats fitted to the following cars:

BP x25480 BP x25050 BP x25120 BP x25151 x25485 x25065 BP x25125 BP x25240 x25490 x25072 BP x25175 BP x25250 x25495 x25090 BP x25180 BP x25290 x25916 x25135 BP x25294 BP x25295 BP x25350 BP x25355

Complaints have been received regarding the unhygenic condition of the enclosed space under the end fixed chairs sue to the depositing of rubbish, etc, and a snap inspection of several cars definitely confirmed the complaints were well founded.

The trouble is confied to the more modern type of car where the end fixed seat units are secured against removal by small brackets screwed to the seat unit and to the front enclosing board. It appears impossible to keep the seat units permanently secured in position as they are frequently damaged by passengers searching for lost valuables.

It has therefore been been decided to provide facilities for cleaning out these corners by removing the front boards and also by making the seat units easily detachable.

The removal of the front boards will in most cases expose the steam heating radiators which should be covered sufficiently to prevent any possible contact with passengers' shoes. Holes through the flooring for steam heat pipes should be sealed against draughts and the now exposed corners finished to present a neat appearance.

The position with regard to those cars equipped with Peter's type radiators and covers to Drawing x5124 is also being investigated with a view to improving the existing conditions for car cleaning.

140 Old Cars at Greymouth

14/9/1934 District Traffic Manager, Greymouth, is concerned about the number of old bench cars that are 140 Old Cars at Greymouth (Continued)

drifting from Canterbury to Greymouth.

141 Car Stock 1986

11/1986 Car stock list:

Auckland Suburban Service (also used on excursions):

A 56030, 56049, 56057, 56073, 56105, 56113, 56121, 56148, 56156, 56164, 56172, 56180, 56199, 56204, 56212, 56247, 56263, 56271, 56298, 56303, 56311, 56402, 56410, 56429, 56445, 56453, 56461, 56488, 56496, 56501, 56536, 56544, 56552, 56560, 56579, 56595, 56643, 56678, 56694, 56734, 56742, 56750, 56769, 56833, 56841, 56868, 56884.

AL 56002, 56020, 56037, 56043, 56066.

Gisborne Express Cars

Commenced August, 1984, replacing AC cars used on this route.

A 3030, 3220, 3239, 3397.

AL 2015, 2050.

During holiday periods, several red cars from the Wairarapa service supplement the Gisborne Express cars with a 10% fare reduction for passengers travelling in these cars. Class ZA wagons are also attached to the Gisborne Express when required to convey Gisborne produce to the Wellington markets.

Wairarapa Commuter Service Cars

A 2001, 2028, 2036, 2044, 2052, 2079, 2087, 2095, 2218, 2226, 2234, 2242, 2250, 2269, 2277.

AL 2021, 2067, 2073, 2096.

Southerner Express Cars

A 3006, 3014, 3022, 3204, 3212, 3303, 3338, 3346, 3354, 3362, 3370, 3389, 3402.

AB 3505, 3511, 3528, 3534.

AB 3534 was subject to a union ban over new “self-service” design.

Picton Express and Greymouth Express Cars

Combined fleet for these two services, also used for Canterbury excursion traffic. Commenced in October, 1982, to May, 1983, replacing AC cars.

A 2100, 2119, 2127, 2135, 2143, 2151, 2178, 2186, 2194.

Northerner Express Cars 141 Car Stock 1986 (Continued)

A 1007, 1015, 1023, 1031, 1058, 1066, 1074, 1082, 1090, 1106, 1205, 1213.

A 1304, 1312, 1320, 1339.

AD 1403, 1426, 1432.

Kingston Flyer Steam Tourist Train

A 595, 1255, 1518, 1521.

AA 1132.

AF 950, 1172.

A 50322 - transferred from Rewanui Branch service in late 1984.

[This section courtesy Cran Julian and Whistle magazine]

142 Heating of Cars

19/4/1934 Instructions issued to Otahuhu and Addington Workshops – Alter operating gear on Peter's atmospheric type steam heaters on cars Nos 1689 to 1708, 1719 to 1738, and 1759 to 1768 in the South Island, and all Main Trunk and Rotorua cars with this heater in the North Island.

12/3/1935 Instructions issued to Otahuhu Workshops to make 15 footwarmers (BP y35424) for the North Island and to Addington Workshops to make 145 footwarmers (BP y35424) for the South Island.

12/3/1936 Instruction issued to Hutt Workshops to make 102 footwarmers (BP y35424) and send to Addington Workshops for numbering and filling.

28/1/1937 Instruction issued to Hutt Workshops to make 55 footwarmers (BP y35424) and send 23 to Otahuhu Workshops and 32 to Addington Workshops for numbering and filling.

21/7/1937 Instruction issued to Hutt Workshops to make eight footwarmers (BP y35424) and send to Otahuhu Workshops for numbering and filling.

21/2/1938 Instruction issued to Hutt Workshops to make 66 footwarmers (BP y35424) and send to Addington Workshops for numbering and filling.

17/6/1940 Wellington – three car-vans fitted with steam heat were provided with steam heat cylinders in the guard's compartment (at Otahuhu Workshops).

3/2/1941 Instructions issued to Otahuhu and Addington Workshops – Steam heated cars fitted with half Klingerflow valves are to be fitted with a mild steel handle.

20/11/1941 Instructions issued to Otahuhu and Addington Workshops to shorten steam heat hose dummy couplings on all steam heated cars so the lowest point of the coupling head (the hose clip) is eleven inches from rail level. This is necessary to clear the cowcatchers of shunting engines. The length of the chain will vary according to the position of the attachment to the headstock. 142 Heating of Cars (Continued)

11/2/1974 Approval for fittong Goko heaters to 56 foot three cars used on trains Nos 111/112 between Christchurch and Picton.

13/2/1974 Approval for fittong Goko heaters to 56 foot second class cars suitable for use on trains Nos 801/818, Wellington to Masterton commuter trains.

143 Side & Tail Lamp Brackets

14/5/1936 Instructions issued to Otahuhu, Hutt, East Town, and Napier Workshops to fit side and tail lamp brackets to all cars except Main Trunk and Rotorua cars Nos 1648 to 1654, 1656 to 1664, 1687, 1688, 1709 to 1718, 1739 to 1758, 1769 to 1776, 1782 to 1784.

144 Emergency Brake Valves

12/10/1935 Instructions issued to alter the pipes of the emergency brake valves.

3/8/1938 Instructions issued to fit shields for for emergency brake valves on the following cars:

BP x25480 BP x 25290 BP x25294 BP x25295 BP x25350 BP x25355 Other cars

Those cars which are fitted with the pull-cord type of valve do not require the shield mentioned above.

This instruction refers to cars Nos 1653, 1654, 1709, 1711 to 1718, 1739 to 1758, 1769 to 1784, 1860 to 1870, 1689 to 1708, 1719 to 1738, and 1759 to 1768.

28/5/1981 Instructions issued to fit emergency brake valves to cars.

145 Handrails

15/6/1938 Instructions issued to Otahuhu and Addington Workshops – alter telescopic handrails on all cars with vestibules.

16/6/1972 Instruction issued to Otahuhu Workshops to provide handgrips on the door posts of the sliding doors of class AL car-vans.

146 Covered Gangways, Anti-Collision Ends, and Automatic Couplers Continued from Note 69

30/10/1941 Cars with Janney Yoke drawgear and10 inch brake cylinders:

AA 1709 to 1718, 1739 to 1758 146 Covered Gangways, Anti-Collision Ends, and Automatic Couplers (Continued)

All the above cars have anti-collision ends except for AA 1713, 1739, 1740, 1741 (1750 has been written off).

10/3/1944 There are 107 cars to be modified with anti-collision ends, etc.

North Islad South Island Require anti-collision ends 30 30 Require covered gangways and automatic couplers 43 30

There are also 45 day cars that have anti-collision ends but not covered gangways and automatic couplers:

A 1809 to 1823, 1826 to 1855

There are three other cars that require anti-collision end, a covered gangway at the handbrake end, and automatic couplers at both ends. These cars have windows at one end:

A 1825 AA 1710, 1824

5/4/1944 Instructions issued to Otahuhu and Addington Workshops:

(a) Fit anti-collision ends to cars with underframes to BP x25053.

(b) Fit automatic couplers.

(c) Fit covered gangways.

(d) Fit 12 inch AF brake cylinders.

(e) Fit automatic slack adjuster.

(f) Fit new springs on all altered cars with a tare weight greater than 27 tons on bogies to BP x25140 or x25330.

4/4/1946 Instructions issued to Otahuhu and Addington Workshops:

(a) Fit anti-collision ends to cars with underframes to BP x25053.

(b) Fit automatic couplers.

(c) Fit covered gangways.

(d) Fit 12 inch AF brake cylinders.

(e) Fit automatic slack adjuster.

(f) Fit new springs on all altered cars with a tare weight greater than 27 tons on bogies to BP x25140 or x25330.

(g) Otahuhu only – effect bogie change programme. 147 Platform Grills

25/3/1946 Instructions issued to alter platform grills, which are being strengthened as a result of a grill failing in service by pulling out and becoming a contributory cause of a fatality during shunting.

148 Allocation of Suburban Cars 1969

17/1/1969 To District Traffic Manager, Auckland – According to your memorandum of 18 December, 1968, most of the cars which it is proposed to be utilised in the make up of suburban trains in the Auckland area are servicable.

The overhaul of A 1946 has been arranged and the five 44-seat cars enumerated in your memorandum will be overhauled in due course.

Please arrange forthwith for the composition of suburban trains to be made up in accordance with the schedule of 19 November, 1968, retaining sufficient unstrengthened wooden cars to replace temporarily the five 44-seat cars and also car-vans until such time as these vehicles are placed in service. Approximately thirteen unstrengthened wooden cars should cover these requirements. It is desired to write off as soon as possible unstrengthened wooden cars which are not required.

The multiple unit seating from unstrengthened car A 1358 will eventually be transferred to lower capacity 37 and 39 seat steel cars.

Please also arrnage for five 63 multiple unit seated cars to be transferred to Wellington as soon as possible. Cars which may be due for overhaul at Otahuhu Workshops in the near future are not to be included in those chosen for transfer.

17/1/1969 To District Traffic Manager, Wellington – It is proposed to transfer five 63-seat steel cars from Auckland. These are to be placed in suburban service immediately to replace an equivalent number of unstrengthened wooden cars which are to be withdrawn from service.

Following a recent survey of car stock it has been established there are sufficient steel cars and strengthened wooden cars available to run allnormal express and suburban services.

In allocating cars to suburban services, seating accommodation was not allowed for all passengers. Up to eleven per cent of peak loadings will be required to stand. Suck peal loadings are usually short distance and there will be about nine standing passengers per car.

Greater use will be made of 56 foot main trunk second class cars on trains in future. It is proposed to transfer eight such cars from the South Island to Wellington as soon as they are overhauled at Addington Workshops. These will be followed by a further eleven 50 foot steel cars which will first be overhauled at Addington Workshops and fitted with multiple unit seating retrieved from wooden cars.

It is also proposed to convert a number of 50 foot steel cars to car-vans sufficient to provide one such vehicle on each suburban train. The first of these vehicles should be placed in service shortly.

The following tabulation shows the proposed ultimate allocation of second class cars to the Wellington district: [Next Page] 148 Allocation of Suburban Cars 1969 (Continued)

Type of Express 801/818 Suburban Spare Total Present To Car Required Allocation Come 56ft main trunk 7 6 19 6 38 30 8 50ft steel 63 seats .. .. 7 1 8 3 5 50ft steel 44 seats .. .. 16 2 18 18 - 50ft steel 39 seats .. .. 22 3 25 14 11* 50ft steel car-vans .. .. 9 1 10 - 10 Strengthened wooden 51 seats .. .. 18 3 21 21 -

* Some if not all these cars will be fitted with multiple unit seating with accommodation for 63.

The proposed composition of suburban trains when re-distribution of car stock is completed is set out below:

Set Runs Composition Total Seating 1 2703, 2722 3/56, 7/44, 1 c/v 500 2 2711, 2724 5/56, 7/63, 1 c/v 745 3 2705, 2726 2/56, 9/51W, 1 c/v 595 4 2707, 2730 5/39, 1 c/v 219 5 2706, 2709, 2728 9/56, 3/44, 1 c/v 660 6 2701, 2712, 2713, 658, 655 2/39, 9/51W, 1 c/v 561 7 601 4/44, 5/39, 1 c/v 395 8 603, 710, 711 7/39, 1 c/v 297 9 2740, 2741 2715, 2746, 2747 2/44, 3/39, 1 c/v 229

Car-vans assessed as 24 seats.

149 Standard Equipment for Car-Vans

8/8/1969 The standard equipment for car-vans is as follows:

One ambulance box One fire extinguisher Two air brake hoses Two air brake hose spanners One safe

150 Suburban Train Consists

29/6/1928 Longitudinal seated cars are used on the Ava – Waterloo Branch.

23/9/1963 Composition of Wellington locomotive-hauled trains:

Wellington to Taita

2700 AA 1012, 1240, 1235, A 1350, AA 355, F 560 150 Suburban Train Consists (Continued)

2702 F 598, AA 1782, 1688, 1775, A 1918, AA 1687, 1754, 1773, A 1861, AA 1774, 1716, A 1840 2704 AF 994, A 1208, AA 1682, A 1319, 1316, AA 1256, A 1563, AA 353, A 1219, AA 1671, 1232, A 1368 2706 F 501, AA 1146, A 1579, 1569, AA 1769, A 1798, 1802, 1799, AA 1014 (Monday) 2706 F 561, AA 1679, 1670, A 1339, 1328, AA 1681, 1029, A 1186, AA 1677, 1674, A 1559, AA 1683, A 1349, 1214 (Tuesday to Friday) 2740 F 515, A 1902, AA 1239, A 1830, 1983, 1979, 1981 2710 AF 728, A 1333, AA 1806, 1805, 1501, A 391, 1217, AA 1486, A 384, 1562, 1334, AA 1499, A 1317, 1215 2701 F 560, AA 355, 1012, 1240, 1235, A 1350 2712 F 560, A 1790, AA 1012, A 1386, AA 1235, 1020, 355, 1237, 140, 1265, A 1350, AA 1234 2703 F 598, AA 1687, 1716, A 1918, AA 1774, 1775, A 1861, AA 1688, A 1773, AA 1782, 1754, A 1840 2705 AF 994, AA 1256, 1232, A 1316, AA 1671, A 1319, 1219, AA 1682, 353, A 1208, 1563 2702 F 501, A 1796, AA 1014, A 1569, 1799, 1802, 1579, AA 1146, A 1798 2709 F 561. AA 1681, A 1559, 1328, AA 1674, A 1214, AA 1673, A 1349, 1339, AA 1683, 1670, A 1186, AA 1679, 1029 2711 AF 728, AA 1499, A 1334, 384, AA 1805, A 1333, 1317, 1215, 1217, AA 1501, 1806, A 1562, AA 1486, A 391 2715 F 515, A 1902, AA 1239, A 1830, 1983, 1979, 1981 2713 F 560, A 1350, AA 1265, 1012, A 1790, AA 1234, 1235, A 1386, AA 355, 1020, 1240, 1237 2744 F 515, A 1902, AA 1239, A 1830, 1983, 1979, 1981 2722 F 598, AA 1782, 1688, 1775, A 1919, AA 1687, 1754, 1773, A 1861, AA 1774, 1716, A 1840 2724 AF 728, A 1215, 1333, 1334, AA 1805, A 1562, AA 1501, A 1317, 1217, AA 1499, 1486 2726 AF 994, A 1219, AA 1671, 1232, A 1318, 1208, AA 1682, A 1319, 1316, AA 1256, A 1563, AA 353 2728 AA 1674, 1029, 1677, 1681, F 561, AA 1683, 1670, A 1328, AA 1679 2730 F 501, AA 1146, A 1579, 1569, 1796, 1799, 1802, 1799, AA 1014 2723 F 598, AA 1782, 1688, 1775, A 1919, AA 1687, 1754, 1773, A 1861, AA 1774, 1716, A 1840 (Friday) 2725 AF 728, A 1215, 1333, 1334, AA 1805, A 1562, AA 1501, A 1317, 1217, AA 1499, 1486 2727 AF 994, A 1219, AA 1671, A 1319, 1318, 1208, AA 1682, 353, A 1316, AA 1256, A 1563, AA 1232 2729 AA 1674, 1029, 1677, 1681, A 1349, F 561, AA 1683, 1670, A 1328, AA 1679 2731 F 501, AA 1146, A 1579, 1569, 1796, 1798, 1802, 1799 (Friday) 2728 F 561, AA 1683, 1674, 1029, A 1339, 1328, AA 1679, A 1349, 1559, 1186, AA 1677, 1681, 1670, A 1214 150 Suburban Train Consists (Continued)

Wellington to Paekakariki

600 F 596, AA 1770, 1673, A 1218, 1986, 1791, 1324, 1910, AA 1137, A 1310 602 F 595, A 1839, 1972, 1973, 1836, 1947, 1905, 1809 603 F 596, A 1910, 1791, AA 1137, A 1310, 1986, AA 1770, 1673, A 1324, 1218 658 AA 1012, A 1350, AA 1020, 1235, F 560, AA 1237, 355, A 1790, AA 1240, A 1386 640 F 524, A 1814, [?], 1785, 1013, 1312, 1832, 1314, AA 1030 (Friday) 655 AA 1012, A 1350, 1386, AA 1235, F 560, AA 1020, 355, 1237, 1240, A 1790 1500 F 590, AA 1769, A 1912, 1788, 1834 (Sunday) 1515 F 524, A 1785, 1912, AA 1013, A 1788, F 590, A 1814, AA 1769, A 1832, 1834 (Sunday)

19/4/1969 Auckland - the consists of the suburban trains are as follows:

F 523, AA 1644, 1742, 1605, 1800 F 502, AA 1666, 1653, 1264, 1601, 1073, 1665, 1751 F 621, A 1164, AA 1669, 1685, 1667, 1631, 1629 AF 970, A 1222, AA 1678, A 1358, 1157, AA 1493 F 620, A 1908, 1916, 1919, 1939, 1904, 1925 F 518. AA 1656, 1663, 1744, 1740, 1268 AF 974, AA 1753, A 1815, 1609, 1357 F 658, AA 1630, 1657, 1675, [?] F 741, AF 1182, AA 1602, A 1161, AA 1652, A 1209, AA 1135 F 517, AA 1489, 1494 F 522, A 1165, 1330, AA 1136, 1632 AF 975, AA 1684, A 1352, AA 1600, 1749 F 521, AA 1662, 1748, A 1817 F 623, AA 1664, 1747, 1258, 1134, 1015, 1263, 1016 AF 804, A 425

3/6/1969 Wellington - the consists of the suburban locomotive-hauled trains are as follows:

Trains Nos Vehicles of Train 2703/2722 F 590, A 1902, 1904, 1865, AA 1712, 1769, 1783, 1782, 1770, 1775, A 1827 2707/2730 F 513, AA 1265, 1754, A 1809, 1832, AA 1030, A 1319 2711/2724 AL 1839, AA 1677, 1674, 1648, 1683, 1671, 1670, 1679, 1671, 1651, 1682, 1673, 1681 2706/2708/2728 F 560, AA 1711, 1137, 1022, 1256, 1029, 1025, 1232, 1236, A 1219, 1318, 1386, 1310 2705/2726 F 515, A 1811, AA 1709, A 1810, 1328, AA 1012, 1020, 1014, A 1317, 1218, AA 1146, 1237 2700/2701 F 514, AA 1059, 1756, 1688, 1716, 353 640 F 595, A 1830, 1834, 1835, 1562, 1158, 1163, 1217 [?]/655 AA 353, 1716, 1688, 1756, 1059, F 514, A 1214, AA 1758, 1757, 1776, 1266 150 Suburban Train Consists (Continued)

603/710/711 F 600, A 1916, 1978, 1860, 1900, 1913, 1813, 1831, 1828 2715/2744/2747 F 561. AA 1755, 1772, 1774, 1687, A 1840 602/601 F 592, A 1870, 1982, 1837, 1836, AA 1234, A 1829, 1826, 1833

4/2/1972 Cars removed from trains Nos 2705/2726, Wellington to Taita passenger:

AA 1029, 353, 1059, 1265, 1137, A 1563, 1562

151 Number of Cars 1967

31/12/1967 Number and age of cars:

A B C Total No over 50 years old 145 34 - 179 No between 45 and 49 years old 4 - - 4 No between 40 and 44 years old 55 11 5 71 No between 35 and 39 years old 24 - 98 122 No between 30 and 34 years old 23 - 66 89 No between 25 and 29 years old - - 128 128 No between 20 and 24 years old - - 14 14

251 45 511 607

Key A Number without any form of anti-collision protection B Number with strengthened ends C Number with full anti-collision ends.

152 Wooden Cars with Strengthened Ends

31/3/1968 Wooden cars with strengthened ends:

47½ft 60 seats 1 Dunedin

50ft 52 seats 1 Christchurch 51 seats 21 Auckland 21 Wellington 46 seats 2 Christchurch

153 Water Raising Equipment

[See Note 171]

154 Protective Under-Floor Sheathing

7/5/1940 Instructions issued to Otahuhu and Addington Workshops to fit protective sheathing to the counterfloor of all cars not already fitted with protective sheathing. BP y35287 shows the 154 Protective Under-Floor Sheathing (Continued)

arrangement required but any stock having roller bearing bogies with clasp brakes must have the protective sheathing extended to six feet each side of the centre line of the bogie.

155 Altering Truss Rods to Clear Centre Rail Gauge

25/7/1939 Instructions issued to Otahuhu Workshops to raise centre truss rods and end cross ties to clear the centre rail to BP w30682. Modify air brake piping and tank bracket as indicated. Raise centrifugal dirt collector to new position of truss rods if necessary.

8/8/1939 Instructions issued to Otahuhu Workshops – eighty-four 56 foot cars to have inner truss rods to clear the centre rail gauge.

156 Cars Awaiting Repairs at Wellington

12/6/1956 The following 84 cars are held awaiting repairs at Wellington:

1460, 1018, 1789, 1672, 1390, 1013, 1210, 1146, 1144, 1063, 1496, 1302, 1341, 1232, 1673, 1351, 1321, 1326, 1216, 1681, 1239, 1682, 1352, 1149, 1422, 1026, 502, 1021, 1260, 1916, 1804, 1501, 1679, 1555, 1421, 1030, 1256, 1020, 1237, 1337, 1790, 851, 1461, 1671, 1318, 1194

1056, 553, 831, 372, 1566, 991, 984, 26, 573, 724, 966, 1203, 744, 466, 1191, 1202, 274, 1045, 999, 1582, 1509, 1044, 828, 848, 460, 371, 1472, 419, 801, 1035, 1407, 960, 995, 1507, 1408, 849, 893, 985

738, 1207, 888, 810, 857

Cars recommended for repairing 46 condemning 38 Car-vans 5

157 Conveyance of Workmen

16/11/1920 The present practice is for the men to be packed into a small guard's van, where there is no sitting accommodation, and the men are packed so closely they can scarcely stand.

2/2/1921 Conveyance of workmen to and from slips. In cases where workmen are required to travel by work trains to and from slips and breakdowns, an old car is to be provided for their accommodation if practicable.

158 Car Roofs

27/10/1936 The car roofs are made from laminated board covered in sheet copper, the whole roof afterward finished in aluminium paint. This roofing was procured in England where it is extensively used for similar purposes.

The roofs were finished in aluminium colour mainly for the purpose of reflecting the heat from the metalwork of the roof. 159 Lettering, etc, Cars

26/7/1937 Instructions issued to re-letter cars as directed on BP w30617 amended. Existing class and number plates, and smoking plates where fiited, are to have the letters and edges finished in chrome yellow, on a black background to match the transfers.

160 Weight of Cars

1940 The weight of cars is as follows:

Length BP of Dates Accomm- Used on Tare Particulars of of Car Body Built odation Service Weight Construction Sleeping Cars 50'-0” x6469 1909- 18-berths North Isld 25-19-2 Wood body no platform 1916 Main Trunk Water in roof tanks, 225 gals “Express” Two end lavatories Roller bearing bogies (clasp brakes, disc wheels) Five 2-berth cabins, two 4-berth cabins

56'-0” x7817 1927 16-berths North Isld 29-14-2 Steel panelled body 6ft Main Trunk increased length. Enclosed end “Limited” entrances. Water tanks on underframe, 164 gals. Water raising apparatus. Two end lavatories. Roller bearing bogies. Clasp brakes. Disc wheels. Eight 2-berth cabins and kitchenette. *

50'-0” x25170 1933 16-berths North Isld 27-8-0 Steel panelled body, with steel Main Trunk anti-collision end framing. “Limited” Enclosed end entrances. Water tanks on underframe, 160 gals. Water raising apparatus. Two end lavatories. Roller bearing bogies. Clasp brakes. Disc wheels. Eight 2-berth cabins. ** 29-10-0 Same, but with pressure .ventilation

Combined Day and Sleeping Cars 50'-0” OP 1405 1908-9 8-berths Napier, New Rebuilt from old sleeping cars, OP 1515 Plymouth, or “old” main trunk stock. with etc. Wood bodies with open 4440 platforms. Two 4-berth cabins and one day compartment. Two end lavatories. Roof water tanks 236 gals. 22-17-2 Old standard bogie (plain bearings) 23-19-3 “De Luxe” bogie (plain bearings) 25-1-1 Roller bearing bogies (clasp brakes, disc wheels). 160 Weight of Cars (Continued)

56'-0 x25490 1938 10-berths New 30-7-3 Steel panelled body 6ft 11 seats Plymouth increased length. Enclosed end South Isld entrances. Main Trunk Water tanks on underframe, 140 gals. Water raising apparatus. Two end lavatories. Roller bearing bogies. Clasp brakes. Disc wheels. Pressure ventilation. Five 2-berth cabins, one day compartment.

First Class Cars 47'-6” x7300 1923-5 31 seats Main Lines 19-10-0 Wood body with open platforms (Sth Island) Central lavatory. Old NZR drwagear. Roof water tank 70 gals. Old standard car bogies. Plain bearings – spoked wheels

50'-0” x7360 1923-6 33 seats Main Lines 19-19-1 As x7300 (Nth Island)

50'-0” 4440 1908-25 32 seats “Old” North As x7360, but double central Main Trunk lavatory. Roof water tank, 87 (now Main gals. Old NZR drawgear. Line) 22-11-2 Old standard car bogies. Spoked wheels. 24-19-0 Roller bearing bogies, clasp brakes, disc wheels.

50'-0” x25130 1931 30 seats Sth Island 25-7-2 As x25120 but one end lavatory Main Trunk and coupe compartment.

50'-0” x25120 1931 29 seats Nth Island 26-3-0 Steel panelled body. Enclosed Main Trunk end entrances. Janney Yoke (now Main drawgear. Two end lavatories. Line) Tanks on underframe 140 gals. Water raising gear. Roller bearing bogies, clasp brakes, disc wheels.

50'-0” x25175 1932 29 seats Nth Island 26-13-0 As x25120, but fitted with steel Main Trunk anit-collision ends. (Now Main Line)

50'-0” x25355 1936 33 seats Main Lines 24-18-1 As x25175, but narrower body, (Nth and but fitted with steel anti- Sth Islds) collision ends.

56'-0” x25485 1938- 31 seats Nth Island 30-3-2 Steel panelled body 6ft extra 1940 Main Trunk length. Enclosed end entrances. Anti-collision end framing. Covered gangways. Automatic couplers. Two end lavatories. Water tanks on underframe, 140 gals. Water raising apparatus. Two end lavatories. Roller bearing bogies. Clasp brakes. 160 Weight of Cars (Continued) Disc wheels. Pressure ventilation.

56'-0” x25485 1938- 35 seats Sth Island 29-4-1 Ax x25485 for North Island, but 1940 Main Trunk one end lavatory and coupe compartment.

Second Class 47'-6” x7300 1923-5 37 seats Main Line 19-0-0 Wood body with open (Sth Island) platforms. Old NZR drawgear. Central lavatory. Roof water tank 70 gals. Old standard car bogie with plain bearings, spoked wheels.

50'-0” x7360 1925-6 37 seats Main Line 20-1-2 As x7300 (Nth Island)

50'-0” x25240 1934 37 seats Main Line 22-18-1 As x7360 but underframe with (Nth Island) solid trussing, water tanks on underframe 140 gals, water raising gear. Janney Yoke drawgear, “De Luxe” bogies, plain bearings, disc wheels.

50'-0” 4440 1908- 46 seats “Old” Main 22-4-0 Wood body with open platforms 1925 Trunk (now and steel strengthening plates at Main Line) ends of body. Old NZR drawgear. Double central lavatory. Roof water tank 87 gals. Old standard car bogies, plain bearings, spoked wheels.

50'-0” x25135 1931 37 seats Sth Island 24-18-0 Steel panelled body. Enclosed Main Trunk end entrances. Janney Yoke drawgear. One end lavatory. Tanks on underframe 140 gals. Water raising gear. Roller bearing bogies, clasp brakes, disc wheels. 50'-0” x25125 1931 44 seats Nth Island 25-17-0 As x25135 but two lavatories. Main Trunk (Now Main Line)

50'-0” x25180 1933 44 seats Nth Island 26-9-2 As x25125 but fitted with steel Main Trunk anti-collision end framing. (Now Main Line)

50'-0” x25350 1936 39 seats Main Line 24-18-2 As x25180 but single central (North and lavatory. Narrower body. South Islds)

56'-0” x25480 1938- 56 seats Nth Island 27-12-1 Steel panelled body 6ft extra 1940 Main Trunk length. Enclosed end entrances. Anti-collision end framing. Covered gangways. Automatic couplers. Two end lavatories. Water tanks on underframe, 176 160 Weight of Cars (Continued) gals. Water raising apparatus. Two end lavatories. Roller bearing bogies. Clasp brakes. Disc wheels.

Notes * BP x7817 – These cars now being fitted with steel anti-collision end framing, covered gangways. Automatic couplers and strengthened underframes leading to increased tare weight.

** BP x25170 – To be altered similary to 56ft sleeping cars (above) at an early date.

Year 1940 1925 Main Trunk service in North and South Islands North Island South Island Length of cars 56'-0” 50'-0” 47'-6” Width of car body 8'-11” maximum 8'-9” 7'-10” No of seats across car 4 4 3 Body construction Wood framing, steel panels Wood body Steel strength- - ening plates End entrance Enclosed: steel anti- Open platform Gangway Covered Open Water supply 176 galls on underframe, 87 galls in 70 galls in water raising roof roof Lavatories Two end Two central One central Underframe Steel channels, angle iron Steel channes, rod trussing; trussing; welded Riveted Brake rigging Slack adjustor Without slack adjustor Drawgear Automatic couplers with Old NZR standard Janney Yoke draft gear Bogies Roller bearing type 1 block per wheel Wheels Disc Spoked Tare weight per passenger 1105lbs 1080lbs 1150lbs

161 Maintenance of Car Stock

9/2/1959 As a result of disussions between the Transportation Superintendent and the Chief Mechanical Engineer following the recent survey of car stock, a seven-point policy has been drwan up which, when fully implemented, should ensure only those cars required to meet present day traffic requirements are maintained and also assist materially in keeping the annual expenditure on car repairs to a minimum.

The seven points of this policy are as follows:

1. Priority for the repair of all cars to be based on the future traffic utilisation of the car; the type of car; age, general condition, and nature of repairs required.

2. All 50'-0” steel cars to be converted to “utility” (suburban – main line relief) cars as soon as possible instead of overhauling wooden cars.

ie Seats (Scarrett) to be removed from wooden cars as they become due for overhaul and installed in steel cars which at present have seating arrangements unsuitable for “utility” use.

3. All long standing uncompleted Loco 204 instructions to be reviewed and alterations not required under present day conditions not to be carried out. 161 Maintenance of Car Stock (Continued)

4. All run down cars and cars not required to meet current traffic requirements to be withdrawn immediately and bogies, seats, etc, reclaimed for use on “repair” cars.

5. Spare cars to be rotated into service to avoid vandalism and rapid deterioration.

6. As far as Workshops capacity will permit, cars are to be shopped immediately after stopping and long standing periods, during which cars deteriorate, eliminated.

(“Defect” cars to receive immediate attention even if only sufficient to enable them to be returned to service temporarily.)

7. Only essential repairs to be carried out to those older cars which must be retained in service until sufficient “utility” cars are available to permit withdrawal of the older cars.

In order to implement this policy as soon as possible the following arrangements are being made as far as each point detailed above is concerned:

(1) All cars have been placed in one or other of the following three categories:

(a) Cars which will be overhauled when due and which are to be shopped in the usual way.

(b) Cars, the overhaul of which will be subject to individual review.

(Included in this group are cars which will be converted to “utility” cars and a number of older vehicles which it will be necessary to retain in service unitl utility” cars are available but to which only essential repairs will be carried out.)

(c) Cars which are not to receive a further overhaul and which are to be withdrawn when ufit for further service.

Schedules showing the groups in which individual cars have been placed are attached and instructions regarding the procedure to be followed as cars in each group are shopped are detailed on the respective schedules.

(It should be noted this policy applies to the overhaul of cars and is not concerned with light repairs which may be carried out as and when required.)

(2) Instructions regarding the reseating of those cars which are to be converted to “utility” cars will be issued from the Chief Mechanical Engineer's office from time to time.

(3) A review is being made of all current Loco 204 instructions covering cars and results of this review will be circulated in the near future.

(4) Individual instructions concerning the immediate withdrawal of run down and unrequired cars will be issued to the respective District Mechanical Engineers.

(5) Instructions on this point will be issued to District Traffic Managers, etc, by the Transportation Superintendent.

(6) As far as practicable District Mechanical Engineers are to arrange for the immediate shopping of “defect” cars and Works Managers are to arrange to give these cars immediate attention (rectifying defects only) and return the cars to service as soon as possible. 161 Maintenance of Car Stock (Continued)

(7) This will be dealt with under clause (1) b above.

As far as passenger cars are concerned the Department is faced with a shortage of Workshops staff and a stock of cars that (apart from Main Trunk vehicles) requires careful attention if premature scrapping is to be avoided and an adequate fleet maintained. The above policy has been framed with the object of utilising the available Workshops manpower to the best advantage and of securing the best possible utilisation of our stock of cars.

Schedule A

Category Cars which are to be overhauled when due and which will be shopped in the usual way.

Procedure to be followed Cars in this group will be shopped by District Mechanical Engineers when due (or as soon thereafter as circumstances permit) and are to receive normal Workshop overhauls and repairs as at present. Should, however, the condition of any car when received in Workshops be such that it is considered to be beyond economical repairs, a report is to be forwarded to the Chief Mechanical Engineer.

Car Numbers

Auckland District 1656 to 1664, 1739 to 1749, 1751 to 1753, 1810, 1811,1851, 1816, 1890 to 1898, 1921 to 1927, 1939 to 1947

Wellington District 1616, 1618 to 1622, 1687, 1688, 1710, 1754 to 1758, 1772 to 1776, 1780 to 1784, 1809, 1812 to 1814, 1824, 1826 to 1835, 1840, 1856 to 1861, 1863 to 1871, 1874, 1878 to 1889, 1900 to 1906, 1908 to 1914, 1916 to 1919, 1928, 1936 to 1938, 1972 to 1983, 1986, 2008, 2009, 2011

Christchurch District 1697, 1698, 1705 to 1708, 1730 to 1734, 1825, 1841 to 1845, 1850, 1872, 1876, 1877, 1929 to 1932, 1948 to 1951, 1956 to 1958, 1961 to 1971, 1989 to 1997,2001, 2002, 2006, 2007, 2010

Dunedin District 1699 to 1704, 1719 to 1729, 1851to 1855, 1873, 1959, 1960, 1988, 1998 to 2000, 2003

Invercargill District 1735 to 1738, 1875, 1933 to 1935, 1952 to 1955, 1987, 2004, 2005, 2012

Notes

1619 - Subject to special instruction from Chief Mechanical Engineer

1905, 1928, 1947, 1976, 2008, 2009 - Question of reseating to be reviewed when these cars are due for overhaul

Schedule B

Category Cars, the overhaul of which will be subject to individual review. 161 Maintenance of Car Stock (Continued)

Procedure to be followed When any car in this group is shopped a report form is to be completed by District Mechanical Engineer and Works Manager and forwarded to the Chief Mechanical Engineer.

Works Managers must not commence work on any of these vehicles until instructions have been received detailing the nature of the repairs and alterations, if any, which are to be carried out.

Car Numbers

Auckland District 208, 317, 425, 465, 805, 821, 827, 856, 967, 970, 972 to 976, 1011, 1015 to 1017, 1032, 1033, 1047, 1048, 1053, 1066, 1068 to 1072, 1074, 1134, 1147, 1148, 1159, 1161, 1163, 1164, 1166, 1168, 1182, 1195 to 1197, 1200, 1209, 1220, 1223, 1226, 1227, 1229, 1233, 1257, 1258, 1263, 1264, 1268, 1269, 1272, 1274, 1275, 1280, 1285, 1305, 1306, 1311, 1327, 1330, 1332, 1348, 1355 to 1359, 1365, 1409, 1413, 1443, 1444, 1446, 1448, 1452, 1453, 1456, 1457, 1473, 1476, 1484, 1485, 1488 to 1491, 1493 to 1495, 1505, 1506, 1508, 1556, 1585 to 1587, 1590 to 1593, 1596, 1597, 1600 to 1605, 1609, 1610, 1612, 1613, 1615, 1628 to 1632, 1643, 1644, 1648 to 1654, 1665 to 1667, 1669, 1675, 1678, 1680, 1684 to 1686, 1709, 1711 to 1714, 1777, 1792 to 1794, 1817, 1818

Wanganui District 319, 732, 804, 969, 978, 986, 998, 1036, 1037, 1046, 1073, 1222, 1259, 1262, 1328, 1338 to 1340, 1342, 1353, 1354, 1360, 1361, 1410 to 1412, 1414, 1416 to 1418, 1421, 1502, 1558, 1562, 1563, 1565, 1567, 1571, 1573 to 1575, 1606, 1800 to 1803

Wellington District 353, 355, 384, 391, 500, 502, 534, 728, 829, 849, 892, 941, 977, 980, 994, 1012 to 1014, 1020 to 1023, 1025, 1026, 1028 to 1030, 1055, 1059, 1061, 1133, 1135 to 1137, 1145, 1146, 1155, 1158, 1160, 1186, 1201, 1202, 1204, 1205, 1208, 1212, 1214, 1215, 1217 to 1219, 1232, 1234 to 1240, 1256, 1260, 1261, 1265 to 1267, 1271, 1303, 1310, 1312, 1314, 1316 to 1319, 1322 to 1326, 1333, 1334, 1336, 1337, 1349, 1350, 1352, 1386 to 1389, 1419, 1420, 1422, 1459, 1461, 1486, 1487, 1497 to 1501, 1504, 1555, 1559, 1568, 1569, 1579, 1580, 1670, 1671, 1673, 1674, 1677, 1679, 1681 to 1683, 1715, 1716, 1718, 1769 to 1771, 1776, 1779, 1785 to 1791, 1796 to 1799, 1804 to 1806, 1837 to 1839

Christchurch District 168, 184, 759, 793, 794, 797, 816, 859, 863, 875, 897, 929, 930, 950, 1003, 1024, 1027, 1031, 1051, 1132, 1140, 1153, 1173, 1175, 1177, 1178, 1184, 1187, 1244, 1245, 1247, 1248, 1250, 1282, 1294, 1346, 1364, 1382, 1383, 1391, 1396 to 1398,1403, 1430, 1437 to 1442, 1462 to 1464,1466, 1511, 1514, 1517, 1519, 1520, 1522, 1524 to 1526, 1528, 1532, 1544 to 1552, 1554, 1636, 1638, 1689, 1692, 1693, 1695, 1759 to 1761, 1807, 1808, 1819 to 1821, 1823, 1848, 1849

Dunedin District 25, 766, 768, 835, 841, 882, 906, 937, 956, 1004, 1005, 1009, 1138, 1171, 1172, 1246, 1249, 1253, 1293, 1299, 1347, 1369 to 1374, 1378 to 1380, 1392, 1393, 1395, 1399, 1405, 1423, 1424, 1426 to 1428, 1431, 1433, 1436, 1465, 1467 to 1471, 1510, 1515, 1518, 1521, 16529 to 1531, 1536, 1542, 1553, 1633, 1637, 1639, 1641, 1642, 1690, 1691, 1694, 1762 to 1766, 1822, 1846, 1847

Invercargill District 36, 106, 837, 874, 931, 949, 951, 1174, 1230, 1231, 1241 to 1243, 1254, 1297, 1298, 1300, 161 Maintenance of Car Stock (Continued)

1377, 1402, 1429, 1512, 1534, 1535, 1537, 1539, 1540, 1767, 1768

Notes Cars Nos 1648 to 1654, 1689 to 1695, 1709, 1711 to 1716, 1718, 1759 to 1771, 1817, 1818, 1819 to 1823, 1837 to 1839, and 1846 to 1849 seating to be reviewed.

It is anticipated the majority of cars in this schedule will receive at least one future overhaul but they have been included in this group so their future utilisation will be reviewed when they are due for overhaul.

Schedule C

Category Cars which are to receive a further overhaul and which are to be withdrawn when unfit for further service.

Procedure to be followed

Car Numbers

Auckland District 17, 307, 748, 811 to 813,842, 843, 916, 1038, 1156, 1157, 1162, 1165, 1185, 1198, 1199, 1213, 1276, 1278, 1286, 1287, 1366, 1385, 1415, 1449, 1475, 1481 to 1483, 1647

Wanganui Disrtict 927, 962, 983, 987, 990, 1044, 1045, 1149

Wellington District 125, 274, 326, 371, 460, 473, 579, 590, 675, 831, 857, 996, 1151, 1152, 1320, 1351, 1407, 1570, 1581, 1583

Christchurch District 173, 174, 203, 463, 516, 518, 562, 585, 586, 668, 693, 778, 1002, 1188

Dunedin District 690, 708, 712, 718, 726, 763, 764, 775, 834, 839, 873, 876, 886, 900, 901, 908, 940, 948, 953, 1169

Invercargill District 783, 878, 881, 884, 894,, 946, 1000, 1007, 1180, 1255, 1296

Note

Cars Nos 173, 203, 463, 516, 518, 562, 668, and 693 are subject to suitable replacement cars for Rewanui Incline service being available.

2/4/1975 Wellington – Car & Wagon Inspector advises there are eight or nine cars liable to be shopped at any one time and considers a shop flow of around ten cars per year is essential.

Rotting out of door panels is common throughout. This is aggrevated by acid in the car wash. More frequent painting would of course reduce the rate of deterioration of body work. Jagged edges in holes in the door panels are a danger to both railway staff and the public. 161 Maintenance of Car Stock (Continued)

Cars are not being shopped due to lack of shop capacity.

9/2/1979 Auckland – The condition of the existing fleet of suburban cars is causing concern and it is obvious that unless more cars are overhauled as soon as possible, sufficient cars will not be available to maintain existing services until the new stock arrives.

Several services are already operating with a reduction in cars and at this stage further cars will be withdrawn from service within the next few months. With the Chief Mechanical Engineer's verbal instruction that no further cars will be shopped for overhaul will bring an added problem of safely storing cars in existing car yards.

Windows are also a problem and cannot be repaired as no spares are available.

162 Auckland Cars, 1955

14/9/1955 Car stock allocated to the Northern District:

Main Trunk First class 6 Composite 3 Second class 16 Total 25

Provincial Expresses First class 7 Second class 14 First class (Rotorua service) 5 Second class (Rotorua service) 9 Total 35

Local Services Second class 135

Suburban Services Second class 69

Additional cars for above Second class 36 Car-vans 34

The present demand from passengers travelling on the main trunk expresses is for first class accommodation, and it is considered fourteen first class main trunk cars should be built immediately.

Although the allocation of sleeping cars is held by Wellington it is considered four additional sleeping cars should be provided as early as possible.

When the provincial expresses are replaced by railcars, thirty five cars (twelve first and twenty three second class) will become available. These cars will, in the main, be use on relief expresses to supplement the railcars over holiday periods. The twelve first class cars are not suitable for use on main trunk expresses. 162 Auckland Cars, 1955 (Continued)

A total of 135 cars will also be released when secondary services are replaced by railcars. Many of these cars will require to be written off within the next few years.

As it is anticipated there will not be any additional services provided in the suburban area and the passenger traffic will remoan more or less static, no increase in seating accommodation has been requested.

163 Seating in Suburban Cars

20/11/1922 The suburban cars in the North Island are as follows:

Type Length Seat No of Seats No of Cars 1st class 50'-0” Reversible 60 10 47'-6” Double back 64 1

Composite 60'-0” Double back 40 first 8 48 second

2nd class 60'-0” Double back 72 4 Guard's compt. 50'-0” '' 72 5 47'-6” '' 72 36 47'-6” '' 64 3

All the second class and composite cars have the maximum number of seats it is possible to get in. If reversible seats of the tramcar type were fitted it would only be possible to get 64 seats instead of 72 in the second class cars. It is therefore quite plain that no great improvement can be made in the seating capacity of suburban cars.

Many of the suburban trains are, however, made up of other cars, particularly those with longitudinal seats.

Double-back seats are at least as comfortable as a tramcar seat to sit in, and no improvement can be made to the back without cutting down the seating capacity. Obviously passengers sitting straight up and back can be crammed closer than if sprawling out, and the seat is specially designed to keep them erect. The reversible first class suburban seat is a very comfortable one but it cuts the seating capacity down to 60.

164 Express Train Consists, Easter Holidays, 1970

2/4/1970 Consists of all passenger express services, excluding railcars, commencing their runs during the Easter Holidays, Thursday, 26 March to Tuesday, 31 March, 1970, inclusive:

Date Train Service Car Nos No

Wellington & Auckland Districts 26/3/1970 626 Wellington – Auckland 1874, 1938, 1884, 1857, 1978, 1994, 1912, 1940, 1865 164 Express Train Consists, Easter Holidays, 1970 (Continued)

26/3/1970 688 Wellington – Auckland 1881, 1620, 1618, 1886, 1936, 1888, 1942, 1980, 1982, 1901, 1986,1917, 1968

26/3/1970 J14 Wellington – Auckland 1937, 1859, 2009, 1926, 2012, 1868, 1946, 1914, 1955, 1863, 1951, 1864

27/3/1970 684 Wellington – Auckland 1878, 1879, 1780, 1890, 1891, 1979, 1991, 1870, 1983

28/3/1970 684 Wellington – Auckland 1616, 1781, 1856, 1858, 1943, 1860

29/3/1970 684 Wellington – Auckland 1871, 1621, 2001, 1895, 1885, 1909, 1910, 1924, 1967

30/3/1970 626 Wellington – Auckland 1618, 1888, 1857, 1982, 1944, 1912, 1865, 1942, 1980

30/3/1970 688 Wellington – Auckland 1874, 1880, 1938, 1937, 1859, 1926, 2012, 1979, 1946, 1904

31/3/1970 626 Wellington – Auckland 1620, 2001, 1895, 1978, 1940, 1864, 1991

31/3/1970 688 Wellington – Auckland 1879, 1881, 1884, 1889, 1866, 1924, 1967

26/3/1970 H28 Wellington – Masterton 1137, 1773, 1754, 1784, 1770, 1240

30/3/1970 H27 Wellington – Masterton 1137, 1773, 1754, 1784, 1770, 1240

26/3/1970 N18 Wellington – Napier (return) 1787, 1776, 1756

26/3/1970 N24 Wellington – Napier (return) 1992, 2002, 2007

27/3/1970 N18 Wellington – Napier (return) 1716, 1751, 1782

30/3/1970 N21 Wellington – Napier (return) 2007, 2002, 1992, 1716, 1757

31/3/1970 N19 Wellington – Napier (return) 1756, 1776, 1687, 1782

26/3/1970 M6 Wellington – New Plymouth 1987, 2004, 1963, 1688, 1783

Christchurch District 26/3/1970 143 Christchurch – Invercargill 1933, 1934, 1935, 1897, 1949, 1965, 2000, 2003, 2005, 2006

26/3/1970 M7 - 1692, 1693, 1701, 1706, 1724, 1736, 1869

26/3/1970 G91 - 1698, 1699, 1708, 1719, 1722

26/3/1970 189 - 1873, 1971, 1975, 1703, 1896, 1966, 164 Express Train Consists, Easter Holidays, 1970 (Continued)

1993

27/3/1970 143 Christchurch – Invercargill 1929, 1932, 1973, 1921, 1961, 1962, 1969, 1989, 1990, 1996

28/3/1970 143 Christchurch – Invercargill 1970, 1974, 1948, 1950, 1956, 1957, 1985

30/3/1970 143 Christchurch – Invercargill 1933, 1934, 1972, 2000, 2003, 2005, 2006

30/3/1970 G92 - 1698, 1699, 1708, 1719, 1722

31/3/1970 143 Christchurch – Invercargill 1876, 1929, 1932, 1949, 1960, 1962, 1964, 1965, 1995, 1998

Dunedin District 26/3/1970 144 Invercargill – Christchurch 1972, 1974, 1970, 1962, 1964, 1921, 1990, 1996

26/3/1970 190 - 1872, 1931, 1972, 1948, 1985, 1960, 1998, 1763

26/3/1970 M8 - 1957, 1950, 1956

27/3/1970 144 Invercargill – Christchurch 1876, 1933, 1934, 1965, 1949, 2006, 2000, 1701, 1693

27/3/1970 G1 - 1975, 1971, 1993, 1896, 1966, 1703

28/3/1970 144 Invercargill – Christchurch 1935, 1929, 2005, 2003, 1897

30/3/1970 144 Invercargill – Christchurch 1932, 1973, 1970, 1962, 1921, 1990, 1961, 1989, 1969, 1706

31/3/1970 144 Invercargill – Christchurch 1971, 1975, 1934, 1948, 1985, 1869, 1996, 1734

31/3/1970 G2 - 1966, 1896, 1993, 2006, 2000, 1703

165 Christchurch – Dunedin – Invercargill Expresses

16/5/1978 For some time the condition of the cars utilised on trains Nos 189/190, the Christchurch – Dunedin – Invercargill express services, has given cause for concern and has been the subject of complaint both from the public and service organisations.

Although consideration has been given recently to the cancellation of Nos 189 and 190, the present climate against such cancellations and the Department's involvement in reducing the West Coast services with the proposed introduction of AC cars in that area, mitigates againt any such move at present.

It is therefore considered interim measures be taken to improve the standard of accommodation 165 Christchurch – Dunedin – Invercargill Expresses (Continued)

and at the same time reduce the consist of the services. This can be achieved by utilising only the five “heater” cars previously in service between Christchurch and Picton.

Three cars would run No 189 ex Christchurch on Friday and return No 190 ex Invercargill on Sunday.

Two cars would run No 190 ex Invercargill on Friday and return No 189 ex Christchurch on Sunday. The three car services will provide seating accommodation for 89 passengers and the two car services seating accommodation for 60 passengers.

Both Nos 189 on Friday and 190 on Sunday have on only one occasion this year exceeded 89 passengers when in both instances a maximum count of 92 was recorded. On five Fridays this year No 190 has exceeded 60 passengers, the maximum counts on these occasions being 73, 80, 68, 73, and 84. No 189 on Sunday has once this year exceeded 60 passengers when a maximum count of 76 was recorded.

The advantages of this proposal would be as follows:

1. Two 56 seat cars (A 1921, 1949) and two 28 seat cars (A 1859, 1938) would be released for service elsewhere (the condition of these cars is poor, especially the interior).

2. Two FS steam vans would be released from service.

3. A reasonable class of accommodation would be provided thus eliminating further complaints from the public and service organisations.

The only disadvantage would be that on occasions it may be necessary to decline applications for reservations due to seating accommodation being fully booked.

No serious problem is envisaged in maintaining the completefleet of five cars at all times as the service is only run twice weekly and the interval between Sunday and Friday departures should in normal circumstances be sufficient for maintenance needs.

Upon the General Manager approving the reduction in consist of Nos 189 and 190 outlined above and the transfer of the released stock to the Wellington suburban area. The scheme could be implemented with a minimum of delay.

166 Rewanui Passenger Services

30/10/1984 All train services cancelled between Dunollie and Rewanui.

4/8/1981 Greymouth – Rewanui trains with passenger accommodation:

875 To Rewanui Guard's van, one car Goods with car 880 To Greymouth Guard's van, one car Goods with car Empty 861 To Rewanui Guard's van, three cars Passenger 862 To Greymouth Guard's van, one car Passenger 864 To Greymouth Guard's van, two cars Goods with car 865 To Rewanui Guard's van, two cars Passenger Empty 860 To Greymouth Guard's van, two cars Goods with car 166 Rewanui Passenger Services (Continued)

19/6/1980 The Rewanui miners service is operated with five old A cars which are in varying states of repair and because of this frequently become unserviceable.

On 8/5/1980 one car was in Workshops for body repairs (resheathing) and one unserviceable due to flat wheels which is a fairly regular occurance to cars on the Incline.

167 Coal Gas Lighting (Continues fromNote 32A)

29/8/1930 The Department has adopted coal gas for lighting cars in certain districts and proposes to extent its use to other districts as circumstances permit.

The gassing of cars is done only at stations where it is found to necessary and economic to do so. The supplying of gas to cars necessitated the provision of a special compressing plant, and it would not be an economical proposition to provide this equipment at the smaller stations when the cars located there could be conveniently provided with gas supplies at a terminal station.

25/8/1930 Locations at which coal gas is to be supplied to cars:

Whangarei, Auckland, Hamilton, Marton, New Plymouth, Napier, Wanganui, Palmerston North, Wellington, Christchurch, Greymouth, Timaru, Oamaru, Dunedin, and Invercargill.

168 Cleaning of Cars

12/4/1900 Cars are cleaned at the following stations:

Wanganui, New Plymouth, Hawera, Palmerston North, Foxton, Waitara, Mangaonoho, Riverton, Riversdale, Winton, Kingston, and Invercargill.

1908 Car cleaning instructions:

Insides – Cars in regular use: cushions to be turned up, beaten, and afterwards dusted; mats removed and well beaten; floors swept; gas globes, lamps, lamp-glasses, and reflectors cleaned and polished; windows cleaned; window blinds, seats, and panels dusted; and spittoons (in smoking cars) flushed out daily. Cars on suburban trains, in addition, to be swept and dusted after each trip when there is sufficient time between their runs.

Cars on express and mail trains to have their floors and seats washed daily, panels being wiped down with a wet chamois and afterwards dried off. Suburban and local cars to be similarly treated twice a week.

Floors of lavatory cars to be scrubbed, shoots flushed and mopped out, and then disinfected with solution of kreso daily (half-pint kreso to six gallons of water, warmif practicable). Shoots in lavatories of suburban and local cars to be flushed, mopped, and disinfected after each trip.

Outsides – Cars of through express and mail trains to be hosed or otherwise washed down daily. Cars of local and suburban trains to be similarly treated at least twice a week. Hand-rails of all cars to be wiped down and bras-work polished daily.

Cars running on lines where train services are of intermittent and irregular character must be 168 Cleaning of Cars (Continued)

cleaned after each trip as directed above; they need not, however, be washed oftener than once a week.

For washing the interior of all cars (and brake vans) a solution of kreso as above, with either soft or common soap if required. Soap must not be used on the outside of cars.

14/3/1913 Coir mats in first class cars are gradually falling out of use.

12/8/1919 Dunedin – spittoons are washed out before being polished.

4/11/1919 At Thorndon the floorsof cars are sprayed with formaldehyde solution before sweeping.

At Christchurch the floor mats were condemned by the Public Health Department, and have been removed from all smoking cars.

169 Suburban Trains (Continues from Note 77)

2/5/1900 Auckland – suburban trains are run between Auckland and Otahuhu and Onehunga.

18/7/1979 Consist of No 640, Wellington to Paekakariki train on 18 July and 9 June, 1979:

F 515, A 1901, 1956, 1864, 1897, 1993

30/4/1980 One of the changes in the present overhaul specifications for suburban cars is the restoration of toilets to working order.

The toilet doors will be securely fastened to prevent use when cars are in suburban service, and this is being accomplished by the fitting of two additional deadlocks.

The operation of these locks will be by key only and it will not be possible to use these locks to secure the door from inside the toilet.

28/8/1981 When the vinyl flooring requires replacing in multiple units and suburban cars use 2.5mm flexible vinyl flooring (green colour). This green colour flooring replaces the brown colour flooring.

170 Stations at Which Spare Cars are Held

4/8/1907 Spare cars are held at Otira.

1/11/1907 Spare cars are held at Edievale and Wyndham.

6/3/1941 Wellington - Spare cars are held at Masterton, Woodvillle, Dannevirke, Waipukurau, Palmerston North, and Napier.

Wanganui – Spare cars are held at Marton, Wanganui, Patea, Hawera, Stratford, New Plymouth, Taumarunui, Ohakune, and Taihape. 171 Car Lavatories & Water Supply (Continued from Note 102)

4/3/1898 Each train which has run on the Wellington – Napier through service has been provided with a saloon car and a second class car, each fitted with a lavatory.

5/5/1900 Wellington – Twelve clean towels are placed in saloon car of Mail train each trip, and the large roller towel in second class car is renewed as required.

20/5/1901 The Locomotive Superintendent is trying lead in place of cork matting in car lavatories.

6/2/1903 Several lavatory cars have been fitted with automatic draught traps near the bottom of the shoots.

25/2/1903 Instructions issued to all concerned to at once remove flap valve from closet hoppers.

12/1/1904 The faulty construction of some lavatories is where the shoots are not straight and thus more liable to be blocked, and when there is no provision for flushing (as in the Wellington & Manawatu Coy's cars) or the shoots are flushed only when the wash bowl is used and its waste water performs the service.

25/2/1904 Dunedin and Invercargill supply small towels, Christchurch does not, having ceased to do so more than twelve months ago. The question of roller towels only was referred to the Chief Traffic Manager who in April last decided small towels must still be provided.

The sopa supplied in Dunedin was scented somewhat objectionably and its use was discontinued, common soap being provided instead. Christchurch uses silkstone soap at 5d per pound. It should be the rule to supply something better, say Brown Windsor (9d per pound) though there is no doubt that we shall loose large quantities by theft.

The soap dishes and basins soon look dirty in dusty weather.

5/3/1905 Since 1st November last the usual service of the Manawatu Company's cars on the mail trains to and from New Plymouth consisted of three first class and three second class, all lavatory cars. Of these, one first and one second had not wash basins.

During the holidays two additional cars have been running. Both these cars had, closets, wash basins, and filters. That is, two cars out of eight have not wash basins.

On the Department's services for the mail trains there is ordinarily only one car on one of these services without a lavatory but during the holiday season an extra car without these conveniences may be attached occasionally at an intermediate station.

Except on two or three days of the year, the mail train cars are changed daily at Wellington.

22/8/1905 The lavatory cars which were running on the Woodvillle trains were of the old original pattern and were not supplied with water. This style of lavatory is being replaced as quickly as possible by a new and improved pattern, which has been found to give satisfactory results in actual working.

16/5/1906 In connection with the opening pf the extension to Tadmor, please arrange for a lavatory to be fitted in the second class car which is being built for Nelson.

15/5/1907 The flaps are to be removed from the ends of the lavatory shoots. 171 Car Lavatories & Water Supply (Continued)

16/3/1908 The Chief Mechanical Engineer has been asked if a glass panel can be put in the front of the overhead tanks in cars so the level of the wate can be seen from inside the car. It will then be evident whether the tanks are full or not, and any failure can be remedied.

Now if a car is changed or added at the last moment, the state of the tank cannot be readily ascertained.

22/6/1908 Water gauge glasses are being fitted as per BP 4339 of 10/7/1907.

15/9/1908 As cars come into Workshops for overhaul, tanks in the lavatories are to be fitted with the water gauge glass, also new cars are having these glasses put in before going into service.

Cars on express and mail trains are receiving alteration first and it is estimated the work will be completed in about six month's time. There are a large number of lavatory cars and fitting these glasses means a considerable amount of work on each.

22/4/1909 Wellington – The notices “Ladies only” and “Gentlemen only” will be fitted immediately to sleeping car lavatories. This is being done to prevent ladies' lavatories being used indiscriminately by men and women.

5/11/1910 Please see that the seats in lavatories of cars are fitted with counter weights and springs to hold the seats up when not in actual use. It is desired any seats not so fitted should be altered accordingly.

14/3/1911 The toilet paper holders in the sleeping cars require moving to a new position in the wc's. Please arrange accordingly at an early date.

14/6/1911 Instructions have been duly carried out. [Re: placement of toilet roll holders in sleeping cars.]

11/7/1912 The lamps in lavatories where such have been provided are always lighted at the same time as the other lamps in cars. A number of lavatories are, however, not provided with lamps and in such cases the lighting is borrowed through the frosted glass from the car compartments.

The majority of the modern cars, with the exception of Main Trunk cars, are not supplied with lamps.

7/8/1913 Instruction to provide a lavatory compartment in a composite car for use on the Whitecliffs Branch.

30/7/1914 A number of cars in service are not provided with a light in wc, the washhand basin compartment only being provided with a lamp.

The wc compartment is dependent on a small light admitted through the frosted glass from the main compartment. This window is frequently obscured by passengers putting putting packages on the rack near the frosted glass, and the lavatory is in consequence, in semi-darkness.

Would recommend cars on the Main Trunk be fitted with an independent light. Some 53 six inch lamps would be required, at an estimated cost of £154.

31/7/1914 Approval to fit Main Trunk cars with an independent light in wc.

6/5/1929 Christchurch – In order to obtain first hand information of the condition and maintenance of lavatory cisterns in cars the Divisional Superintendent instructed that a surprise test should be 171 Car Lavatories & Water Supply (Continued)

made by Traffic Inspectors when cars were actually en route on various trains.

Below are the results of cars examined under these conditions:

Christchurch District Cars examined - 83 Old standard cisterns - 59 New standard cisterns - 24 Unsatisfactory - Nil

Dunedin District Cars examined - 105 Old standard cisterns - 88 New standard cisterns - 17 Unsatisfactory - Nil

Invercargill District Cars examined - 76 Old standard cisterns - 69 New standard cisterns - 7 Unsatisfactory - 25

Analysis of Failures Old standard cisterns - 22 31.9% New standard cisterns - 3 42.8% 25

Mechanical Faults Old standard cisterns - 21 (20 poor flush, 1 mechanical fault) New standard cisters - 3 (2 poor flush, 1 mechanical fault) Empty tank - 1 (old standard cistern)

There are three standard types for cisterns:

Plan No 2953 of 1902 } Old standard Plan No 4738 of 1909 }

Plan No 6969 of 1925 New standard

It will be noted the failures are confined to the Invercargill District and practically to old standard cisterns. The old standard type have seen considerable service and being more numerous it is reasonable to anticipate more failures of this type.

The absence of mechanical failures in old type cisterns in the Christchurch and Dunedin Districts is evidence of their suitablilty for further service and state of maintenance.

The Divisional Superintendent is bringing under the notice of the Locomotive Engineer the necessity of immediate attention to the maintenance if lavatory cisterns in the Invercargill District.

To ensure satisfactory service in the future the Divisional Superintendent is instructing District Traffic Managers to arrange for Ticket Inspectors to test cistern flushes when checking trains 171 Car Lavatories & Water Supply (Continued)

and to include the results of such tests in their reports giving train number and date of cistern failures, if any, and if due to empty tanks to give the station responsible for filling the same.

16/7/1929 All existing cars have water tanks in the roofs.

New cars are being fitted with silent flush and water carried in two tanks on the underframe. Water raising equipment is necessary. It is proposed to fit the slient flush and underframe water tanks to cars as they pass through workshops for overhaul. This will be done as part of the researing programme.

Recently an inspection of cars was made, as follows:

North Island 220 cars with old standard cisterns. 194 cars with new standard cisterns.

South Island 147 cars with old standard cisterns. 41 cars with new standard cisterns.

The South Island cars are listed below:

Christchurch District

Old standard A 9, 115, 149, 174, 176, 184, 198, 205, 257, 416, 423, 586, 602, 623, 625, 648, 649, 660, 665, 702, 721, 760, 761, 775 to 777, 784, 785, 794, 798, 832, 860 to 863, 870, 873, 897, 929, 936, 1177, 1244, 1245, 1251, 1253, 1292, 1293, 1347, 1382, 1396, 1397, 1423, 1463, 1464, 1543 New standard A 142, 1250, 1301, 1510 to 1517, 1519, 1524, 1525, 1534, 1535, 1537, 1544, 1545, 1549 to 1552

Dunedin District

Old standard A 15, 22, 23, 65, 76, 114, 157, 159, 191, 192, 195, 204, 228, 230, 235 to 237, 251, 260, 263, 266, 268, 390, 597 to 599, 604, 616, 617, 619 to 621, 626 to 631, 644, 646, 722, 766 to 768, 771, 772, 797, 834 to 836, 838, 840, 841, 872, 945, 947, 1009, 1058, 1170 to 1172, 1175, 1176, 1249, 1252, 1372, 1375, 1378 to 1380, 1391, 1392, 1395, 1399, 1400, 1404, 1405, 1425, 1426, 1428, 1431, 1432, 1434, 1465, 1467, 1469, 1471

B 103

New standard A 462, 692, 694, 1518, 1527, 1529 to 1531, 1541, 1542, 1547, 1548, 1553, 1633, 1636, 1638, 1640, 1642

Invercargill District

Old standard A 163, 179, 194, 227, 258, 259, 264, 388, 421, 464, 485, 528, 587, 588, 596, 600, 601, 618, 632, 633, 703 to 705, 783, 799, 837, 874, 878, 894, 895, 931, 932, 939, 946, 949, 1007, 1008, 1141, 1142, 1174, 1180, 1230, 1231, 1241 to 1243, 1254, 1255, 1294 to 1300, 1369, 1371, 1375 to 1377, 1394, 1401, 1402, 1427, 1429

New standard A 25, 1000, 1001, 1532, 1538 to 1540 171 Car Lavatories & Water Supply (Continued)

8/8/1929 The Comptroller of Stores knows of only two types of water raising apparatus, both of which have been used by the Department.

These are as follows:

Electric water raising apparatus manufactured by Messrs J Stone & Coy Ltd, costs approximately £40 per set.

Compressed air water raisin apparatus manufactured by The Westinghouse Brake Coy Ltd, costs approximately £9.10.0 per set.

The electric apparatus is used on special cars such as Ministerial, General Manager's and other cars used intermittently so that if necessary the appliances can be run off the batteries when the car is in use but not running on a train, so that lavatories can be flushed. This is a small electric air pump controlled by a governor set at a predetermined pressure, which pumps air into the water tanks and automatically cuts off when the predetermined pressure has been arrived at. When water is drawn off the pump automatically starts working on account of the drop in pressure in the water tank.

The Westinghouse system takes air from the main reservoir on the train, through a reducing valve to the water tanks, and is being used on the new day carson trains for flushing lavatories, where it can be operated by the air from the Westinghouse Brake supply.

12/8/1929 Auckland – Inspection of lavatory cisterns in cars in this Division have been made, and the following particulars show the position:

Northern District Cars examined - 121 Old standard cisterns - 84 New standard cisterns - 37 Unsatisfactory - 35

Analysis of Failures Old standard cisterns - 33 39.3% New standard cisterns - 2 5.4% 35

Middle District Cars examined - 92 (2 lavatory cisterns in some cars) Old standard cisterns - 41 New standard cisterns - 85 Unsatisfactory - 10

Analysis of Failures Old standard cisterns - 9 21.9% New standard cisterns - 1 1.2% 10

Western District Cars examined - 59 Old standard cisterns - 52 New standard cisterns - 7 Unsatisfactory - 5 171 Car Lavatories & Water Supply (Continued)

Analysis of Failures Old standard cisterns - 13 25% New standard cisterns - 2 28.6% 15

Southern District Cars examined - 108 Old standard cisterns - 43 New standard cisterns - 65 Unsatisfactory - 42

Analysis of Failures Old standard cisterns - 14 32.6% New standard cisterns - 28 43/1% 42

29/10/1929 In October last the Committee set up to enquire into Locomotive operating efficiency on the North Island main line and branches reported it had come to their notice the wc flushing system in the Department's cars generally is anything but satisfactory and they suggested improvements be made in this respect particularly in relation to those cars used on express and mail trains. The Committee was of the opinion there should be no difficulty in fitting these cars with water-trap hoppers carrying the water required below the underframe and using compressed air from the train line to force the water to the flushing cistern and to the bash basin cocks. The Committee pointed out that if the work were done as the cars pass through shops the expenditure involved would be well distributed and not be exceptionally heavy in any one year. The Chief Mechanical Engineer was requested to advise the estimated cost per car for carrying out the Committee's suggestion. He reported as follows:

“The Westinghouse system of water raising could be fitted to our existing cars and the water carried in two tanks fitted to the underframe, the roof tanks being dispensed with.

To make a first class job, viz, fitting new trapped hoppers with larger cistern to allow for the xtra water required for flushing this type of hopper, tile the walls with metal tiles, fit Fama flooring, extra tanks, carrying approximately 180 gallons of water and the Westinghouse water raising apparatus would be costly and I would estimate this would be in the vicinity of £140 per car”.

The average number of main line cars passing through workshops per period is Otahuhu 50, Addington 21, total 71.

The Operating and Equipment Assistant who also investigated this matter, advises he arranged in November last for surprise tests of lavatory cisterns in both Islands to be taken with the following results:

In the North Island out of 220 old dtandard cisterns 31.4% were unsatisfactory, and out of 194 new standard cisterns 17% were unsatisfactory.

In the South Island the Christchurch and Dunedin Districts show no unsatisfactory cisterns, the number examined being 147 old standard and 41 new standard cisterns. In the Invercargill District out of 69 old standard cisterns 31.9% were unsatisfactory and out of seven new standard cisterns three, or 42.8%, were unsatisfactory.

Both Divisonal Superintendents have, however, he advises, arranged for more rigid inspection of 171 Car Lavatories & Water Supply (Continued)

the cisterns and this, together with the introduction of car attendants on express trains, should put the matter on a more satisfactory footing.

The Divisional Superintendent, North Island, considers the cisterns made to Blue Pint 2953 should be replaced by the type of cistern made to Blue Print w30020.

(Cisterns made to Blue Print w30020 flush four pints of water while those made to Blue Pring 2953 flush not more than three pints which is barely sufficient for a thorough washdown.)

The Operating and Equipment Assistant thinks the main reason for complaint about lavatory cisterns is due to the long time the cisterns take to fill (about 2½ minutes).

He agrees the present cisterns do not conform to modern standards and they might be improved upon, but in view of the financial stringency and the fact matter is not really urgent he thinks it might be held over until next year, when the quetsion of improvements to cars is again considered.

Meanwhile the Operating and Equipment Assistant suggests arrangements be made for the gradual elimination of the old type of cistern Blue Print 2953, on those cars which still have considerable life. Type Blue Print w30020 can replace them, but an improvement in the speed of filling cisterns is desirable.

The matter of the unsatisfactory condition of the lavatories in cars has also been represented by the Comptroller Refreshment Branch.

Approximately 15 first class and 22 second class cars are used on express trains in the South Island while in the North Island the numbers are 56 firs class and 84 second class. Total for both Islands 177 cars.

The total cost of carrying out the alterations mentioned by the Chief Mechanical Engineer would be approximately £24,780.

15/11/1929 The cost of the change of cistern is £20 per car, and there would be no difficulty in increasing the rate of filling.

21/2/1930 The cisterns to BP w30020 fitted to cars are giving satisfaction and less trouble than those to BP 2953. The water carrying capacity of the cars has been found to be suitable for this type of cistern

27/4/1935 The old type overhead cistern has been used for many years and is recognised as being unsuitable for modern requirements.

For some years past the Department has been fitting all new car stock with lavatories with either the Hush or Tanner valve system of flushing for the hoppers and have also during the last two years fitted water trap hoppers and the Tanner valve flushing system to all A class cars reseated under the recent Capital programme.

Similar action is being followed in respect to the steel sheathed cars, the cisterns being replaced by the more modern Tanner flushing system as such cars are overhauled.

25/11/1936 Instructions issued to Otahuhu and Addington Workshops to alter the air pressure governor for water raising systems to BP y35340, on all A and AA cars fitted with Westinghouse water raising systems. 171 Car Lavatories & Water Supply (Continued)

31/7/1941 The Chief Mechanical Engineer is arranging for lavatory doors and windows to be shaded by painting the lamp globes in such a manner that there will be no direct light on the windows.

In case of an emergency as a result of enemy action, all lights shall be extingusihed.

21/1/1942 Instructions issued to Otahuhu and Addington Workshops – Modify the water heater cabinets in 56 foot cars to have removable fronts as shown on BP's w 30578 and w30671.

17/11/1942 Instructions issued to Otahuhu and Addington Workshops – The hooks for holding lavatory doors in the open position are being left off on the new cars to be built.

The hooks are necessary only in lavatories, the doors of which are provided with Cartland springs but should be removed from lavatories with non-spring doors.

The door hooks are being left out of the lavatories on the 60 foot cars, and on existing cars without door springs; they are not to be replaced when renewals are required or when lavatories have been repainted.

27/11/1942 Wellington – A 1906, 1916, and 1885 – method of attaching mirrors to walls of cars altered for trial.

15/12/1942 Instructions issued to Otahuhu, Addington, and East Town Workshops – Car lavatory mirrors are to be secured to lavatory walls by means of screws sunk into the wooden framing surrounding the mirror. Screw heads to be covered with putty and the mirror frame re- enamelled.

Framcloss tpe of mirror in first class cars are to be secured by capped screws.

10/10/1944 Instructions issued to fit all 56 foot car lavatories with combination indicator and car door lock, as repairs or renewals are required to the existing indicator locks.

11/7/1945 Numerous cases of the gauge glass for the water raising system being broken by freezing causing a loss of pressure, with a consequent failure of the system; such failure precludes the use of the lavatory for the rest of the journey with considerable inconvenience and unpleasantness for passengers.

18/2/1846 Dunedin – Plastic glass tubing (for gauge on water raising equipment) was fitted to the water gauges of the following cars:

A 1846 on 31/7/1945 A 1847 on 28/7/1945 A 1851 on 28/7/1945 A 1855 on 31/7/1945

These cars have been running on the Otago Central Branch thrice weekly since the above dates and an examination after five weeks in service showed the gauge glasses to be in good condition. During this period frosts ranging from light to medium were experienced in Cromwell on nine days.

1/6/1950 Instruction to replace towel rollers with cabinets for containing paper towels in cars used on express trains. 171 Car Lavatories & Water Supply (Continued)

The following cars are to be so fitted:

Auckland 1648 to 1654, 1656 to 1664, 1709, 1711 to 1714, 1739 to 1749, 1751 to 1753, 1810, 1811, 1815 to 1818, 1890 to 1898, 1921 to 1928, 1939 to 1946

Wellington 1616, 1618, 1620 to 1622, 1687, 1688, 1715 to 1718, 1754 to 1758, 1769 to 1776, 1780 to 1784, 1809, 1812 to 1814, 1826 to 1840, 1871, 1874, 1856 to 1870, 1878, 1880 to 1889, 1899 to 1920, 1936 to 1938, 1970 to 1975 to 1983, 1985, 1986, 2008, 2009

Christchurch 1689, 1692, 1693, 1695, 1697, 1698, 1705 to 1708, 1730 to 1734, 1759 to 1761, 1819 to 1821, 1823, 1841 to 1845, 1848 to 1850, 1872, 1876, 1877, 1879, 1929 to 1932, 1948 to 1951, 1956 to 1958, 1961 to 1969, 1989 to 1997, 2001, 2002, 2006, 2007, 2010

Dunedin 1690, 1691, 1694, 1699 to 1704, 1719 to 1729, 1762 to 1766, 1822, 1823, 1846, 1847, 1851 to 1855, 1959, 1960, 1988, 1998 to 2000, 2003

Invercargill 1735 to 1738, 1767, 1768, 1875, 1933 to 1935, 1952 to 1955, 1987, 2004, 2005, 2012

Total:

North Island 186 cars 327 cabinets South Island 127 cars 176 cabinets Total 313 cars 503 cabinets

17/10/1952 Relatively little trouble with internal corrosion in the pipes of the water raising system has been experienced. Where renewals have been found desirable, the cars have been in service from fifteen to twenty years, so that overhaul of the piping is to be expected as due.

Red steam pipes are used in the water raising system.

30/4/1980 One of the changes in the present overhaul specifications for suburban cars is the restoration of toilets to working order.

The toilet doors will be securely fastened to prevent use when cars are in suburban service, and this is being accomplished by the fitting of two additional deadlocks.

The operation of these locks will be by key only and it will not be possible to use these locks to secure the door from inside the toilet.

172 South Island Car Stock

3/1929 Car stock of the South Island Main Lines & Branches:

Christchurch

A 1 to 3, 9, 13, 14, 18, 20, 21, 31, 32, 35 to 37, 40, 42, 47, 49, 62, 65, 68, 71, 77, 78, 80, 87, 88, 105, 110, 112 to 117, 126, 130, 137, 140, 142, 147 to 149, 161, 168, 173, 174, 183, 184, 186, 189, 190, 197, 198, 202, 203, 205, 209, 211, 214, 215, 226, 232 to 234, 237 to 239, 172 South Island Car Stock (Continued)

242, 244, 248, 254 to 257, 261, 262, 265, 267, 269, 270, 291, 292, 295, 297, 389, 416, 420, 423, 479, 482, 483, 484, 489, 494, 495, 512 to 514, 522 to 527, 529, 559 to 561, 563, 564, 580, 585, 586, 595, 602 to 605, 622 to 625, 648, 649, 660, 663 to 665, 667, 681 to 686, 688, 689, 696 to 702, 709, 721, 760 to 762, 769, 771, 776 to 778, 780, 781, 784, 785, 788 to 794, 797, 798, 816 to 818, 832, 833, 859 to 863, 873, 875, 881 to 883, 896, 897, 929, 930, 934, 936, 950, 954, 958, 959, 963, 1002, 1003, 1051, 1052, 1057, 1140, 1153, 1154, 1173, 1177 to 1179, 1187, 1188, 1244, 1245, 1247, 1248, 1292, 1293, 1301, 1346, 1347, 1381 to 1383, 1396 to 1398, 1403, 1424, 1430, 1436 to 1442, 1462 to 1464, 1466, 1510 to 1517, 1519 to 1527, 1534 to 1537, 1543 to 1546, 1549 to 1552, 1554, 1655, 1253, 1423

AA 1617

B 12, 50, 52 to 54, 57, 70, 72, 73, 90, 94, 102, 132, 200, 231, 246, 247

C 169, 213, 224

Dunedin

A 8, 15, 16, 22 to 24, 27, 29, 34, 39, 44, 48, 56, 61, 74, 76, 81, 85, 86, 89, 104, 108, 111, 118, 120, 122, 123, 136, 143, 150, 152, 157 to 159, 162, 182, 185, 191 to 193, 195, 204, 207, 210, 212, 222, 228, 230, 235, 236, 240, 241, 249, 251, 253, 260, 263, 266, 268, 385, 390, 461, 462, 469, 470, 475, 493, 515 to 518, 541 to 544, 582 to 584, 597 to 599, 616, 617, 619 to 621, 626 to 631, 644 to 646, 670, 671, 679, 680, 690 to 694, 708, 711 to 714, 716 to 719, 722, 726, 772 to 775, 795, 796, 819, 834 to 836, 838 to 841, 872, 876, 877, 880, 886, 887, 898 to 908, 933, 935, 937, 938, 940, 945, 947, 948, 952, 953, 956, 1004, 1005, 1009, 1058, 1138, 1169 to 1172, 1175, 1176, 1246, 1249, 1252, 1370, 1372 to 1374, 1378 to 1380, 1391 to 1393, 1395, 1399, 1400, 1404, 1405, 1425, 1426, 1428, 1431 to 1435, 1465, 1467 to 1471, 1518, 1528 to 1531, 1533, 1541, 1542, 1547, 1548, 1553, 1627, 1633 to 1642

B 55, 64, 66, 83, 91, 93, 97, 103, 141, 144, 154, 156, 220, 250, 252

Invercargill

A 4, 10, 11, 19, 25, 28, 41, 45, 59, 69, 101, 119, 124, 131, 139, 145, 151, 163, 175, 179, 187, 194, 196, 199, 219, 227, 258, 259, 264, 299, 388, 421, 463, 464, 478, 481, 485, 488, 528, 562, 581, 587, 588, 596, 600, 601, 618, 632, 633, 647, 668, 669, 687, 703 to 705, 710, 715, 720, 758, 759, 770, 779, 782, 783, 799, 837, 874, 878, 884, 885, 894, 895, 909 to 911, 931, 932, 939, 946, 949, 951, 955, 957, 1000, 1001, 1006 to 1008, 1139, 1141, 1142, 1174, 1180, 1230, 1231, 1241 to 1243, 1254, 1255, 1294 to 1300, 1369, 1371, 1375 to 1377, 1394, 1375 to 1377, 1401, 1402, 1427, 1429, 1532, 1538 to 1540

B 63, 96, 107

31/3/1932 Car stock of the South Island Main Lines & Branches:

Christchurch

A 1 to 3, 9, 13, 18, 20, 21, 31, 32, 36, 37, 40, 42, 47, 49, 62, 65, 68, 71, 77, 78, 80, 87, 105, 110, 112 to 117, 126, 130, 137, 140, 142, 147 to 149, 161, 168, 173, 174, 183, 184, 186, 189, 190, 197, 198, 202, 203, 205, 209, 211, 214, 215, 226, 232 to 234, 237 to 239, 244, 248, 254 to 257, 261, 262, 265, 267, 269, 270, 291, 292, 295, 297, 389, 416, 420, 423, 479, 482, 483, 489, 494, 495, 512 to 514, 522 to 527, 529, 559 to 561, 563, 564, 580, 585, 586, 172 South Island Car Stock (Continued)

595, 602 to 605, 622 to 625, 648, 649, 660, 663 to 665, 681 to 686, 688, 689, 696 to 702, 709, 721, 760, 761, 769, 771, 776 to 778, 780, 781, 784, 785, 788 to 794, 797, 798, 816 to 818, 832, 833, 859 to 863, 873, 875, 881 to 883, 896, 897, 929, 930, 934, 936, 950, 954, 958, 959, 963, 1002, 1003, 1051, 1052, 1057, 1140, 1153, 1154, 1173, 1177 to 1179, 1187, 1188, 1244, 1245, 1247, 1248, 1292, 1293, 1301, 1346, 1347, 1381 to 1383, 1396 to 1398, 1403, 1424, 1430, 1436 to 1442, 1462 to 1464, 1466, 1510 to 1517, 1519 to 1527, 1534 to 1537, 1543 to 1546, 1549 to 1552, 1554, 1655, 1689, 1692, 1693, 1695 to 1698, 1705 to 1708, 1730 to 1734, 1759 to 1761

AA 1617

B 12, 54, 57, 200, 231

C 169, 213

Dunedin

A 8, 15, 16, 22 to 24, 27, 29, 34, 39, 44, 48, 56, 61, 74, 76, 81, 85, 86, 104, 108, 111, 118, 120, 122, 123, 136, 143, 152, 157 to 159, 162, 182, 185, 191, 193, 195, 204, 210, 212, 222, 228, 230, 235, 240, 241, 251, 253, 260, 263, 266, 268, 385, 390, 461, 462, 469, 470, 475, 493, 515 to 518, 542 to 544, 582 to 584, 598, 599, 616, 617, 619, 620, 626, 627, 629 to 631, 644, 670, 671, 679, 680, 690 to 694, 708, 711 to 714, 716 to 719, 722, 726, 772 to 775, 795, 796, 819, 834 to 836, 838 to 841, 872, 876, 877, 880, 886, 887, 898 to 908, 933, 935, 937, 938, 940, 945, 947, 948, 952, 953, 956, 1004, 1005, 1009, 1058, 1138, 1169 to 1172, 1175, 1176, 1246, 1249, 1252, 1253, 1299, 1369, 1370, 1372 to 1374, 1378 to 1380, 1391 to 1393, 1395, 1399, 1400, 1404, 1405, 1423, 1425, 1426, 1428, 1431 to 1435, 1465, 1467 to 1471, 1518, 1528 to 1531, 1533, 1541, 1542, 1547, 1548, 1553, 1627, 1633 to 1642, 1719 to 1729, 1762 to 1766

B 64, 66, 83, 91, 93, 97, 103, 141, 156, 220, 250, 252

Invercargill

A 4, 10, 11, 19, 25, 28, 41, 59, 69, 101, 119, 124, 131, 139, 145, 151, 163, 175, 179, 187, 194, 196, 199, 219, 227, 258, 264, 299, 388, 421, 463, 464, 478, 481, 485, 488, 528, 562, 581, 587, 588, 596, 600, 601, 618, 632, 633, 647, 668, 669, 687, 703 to 705, 710, 715, 720, 758, 759, 770, 779, 782, 783, 799, 837, 874, 878, 884, 885, 894, 895, 909 to 911, 931, 932, 939, 946, 949, 951, 955, 957, 1000, 1001, 1006 to 1008, 1139, 1141, 1142, 1174, 1180, 1230, 1231, 1241 to 1243, 1254, 1255, 1294 to 1298, 1300, 1371, 1375 to 1377, 1394, 1375 to 1377, 1401, 1402, 1427, 1429, 1532, 1538 to 1540, 1690, 1691, 1694, 1699 to 1704, 1735 to 1738, 1767, 1768

30/6/1941 South Island car stock, including those of the Westport, Nelson, and Picton Sections.

Second Class

1 Bench-seated cars

31' C 275 to 277, 279 39½' A 295 42½' end lavatory A 230 43' centre lavatory A 40, 149, 191, 193, 195, 198, 204, 214, 234, 237, 251, 263 43' end lavatory A 161 172 South Island Car Stock (Continued)

43' no lavatory A 196, 197, 199, 209 to 212, 215, 226, 232 44' no lavatory A 19, 31, 32, 37, 42, 71, 77, 80, 87, 104, 110, 117, 124, 127, 139, 182, 222, 233, 254, 267, 269 to 271, 383, 385, 389, 463, 475, 481, 512, 514 to 516, 518, 522, 523, 525, 526, 541 to 544, 562, 565, 581, 669 to 671, 677, 680 to 682, 688 to 690, 695, 698 to 701, 712 to 719, 726, 727, 736, 737, 758, 759 44' end lavatory A 49, 159, 228, 266, 268, 464, 702, 703, 720, 721 44' three compartment A 491 44' centre lavatory A 9, 15, 21, 22, 116, 162, 163, 179, 388, 527, 696, 697 47½' three compartment A 825

Nos 9, 19, 49, 198, 481, 562, 669, 702, 703, 715, 720, 721 have steam heating

Total 128 cars

2 Suburban cars

47½' A 795, 796, 880, 887, 933 to 935, 1138, 1436 to 1442 60' car-van A 963

No 963 has steam heating Nos 1436 to 1442 have electric lighting

Total 15 cars

3 Car-Vans

44' A 49, 85, 582 to 584 47½' three compartment A 106 44' end lavatory A 683

Nos 106 and 683 have steam heating

Total 7 cars

4 Addington chair cars (non-standard)

39½' A 272 44' no lavatory A 559 to 561, 564, 580, 684 to 686, 709 44' centre lavatory A 2, 3, 113, 173, 176, 462, 563, 585 to 588, 668, 679, 693, 694, 704, 760 to 762 44' end lavatory A 705 47½' no lavatory A 763 to 765, 780, 781, 791, 792, 876, 877, 1153, 1154, 1188 47½' end lavatory A 766 to 768, 784, 793, 794, 797 to 799, 832 to 841, 863, 870, 871, 874, 875, 964, 1183, 1184

Nos 462, 679, 693, 694, 704, 766, 768, 780, 781, 784, 791 to 794, 797 to 799, 832 to 835, 837 to 841, 870, 874 have steam heating Nos 876, 877 piped only for steam heating Nos 764, 765 have Scarrett seats 172 South Island Car Stock (Continued)

Nos 559 to 561, 580, 685, 709 H.F

Total 69 cars

5 Standard cars

47½' centre lavatory A 115, 137, 168, 174, 184, 782, 783, 785, 818, 819, 878, 881, electric lighting 904, 929 to 932, 936, 1169, 1170, 1176, 1241 to 1245, 1253, (Scarrett seats) 1254, 1292 to 1300, 1377 to 1383, 1391, 1396 to 1405, 1428 to 1435, 1462 to 1471, 1514 to 1523, 1525, 1526, 1530, 1531, 1533, 1538 to 1543, 1549 to 1554, 1634, 1637 to 1640, 1642

50' centre lavatory A 524, 1841 to 1845, 1850 to 1855 electric lighting (Scarrett seats)

50' end lavatory A 1696 to 1708, 1719 to 1738 electric lighting (Scarrett seats) recessed ends

Nos 782, 819 do not have steam heating Nos 782, 783, 785, 818, 819, 881, 936, 1169, 1176, 1243, 1295, 1296, 1298, 1379, 1399, 1403, 1405, 1428 have acetylene lighting Nos 1696 to 1708 have automatic couplers

Total 119 cars

6 Main line cars

56' two end lavatories A 1990 to 2000, 2003 to 2005 56' one end lavatory A 1948 to 1969

All with automatic couplers, steam heating and electric lighting

Total 22 cars

Composite Cars

7 Non-standard

39½' A 221, 280, 294 44' centre lavatory A 158, 722 44' no lavatory A 711 2 47 /3' centre lavatory A 648 47½ centre lavatory A 942, 1050, 1344, 1345 47½ no lavatory A 943, 944

All have bench seats in second class 172 South Island Car Stock (Continued)

Total 13 cars

7A Four-compartment

44' no lavatory A 112, 201, 253, 287, 461, 469, 470, 478, 488 44' centre lavatory A 178, 278, 289

Total 12 cars

8 Non standard (chair seated)

44' no lavatory A 1, 68, 140, 203 47½ centre lavatory A 789, 790, 1008 47½ no lavatory A 769, 770, 773, 774, 779, 859, 882 to 886, 898 to 911, 954 to 957, 1002, 1004, 1005, 1187

Nos 769, 770, 773 piped for steam heating Nos 779, 883, 898, 900 to 902, 954, 1002 1004, 1005 have steam heating Nos 770, 773, 790, 883, 886, 955, 1004, 1005 have Scarrett seats

Total 39 cars

9 Standard

50' A 142 47½' A 105, 771, 772, 775 to 778, 817, 860, 861, 894, 895, 937 to 940, 951 to 953, 958, 959, 1000, 1001, 1003, 1006, 1007, 1051, 1052, 1139 to 1142, 1175, 1177 to 1180, 1230, 1231, 1246, 1249, 1252, 1347, 1371 to 1376, 1394, 1524, 1534 to 1537, 1635

All with centre lavatory and steam heating Nos 105, 940, 1003, 1006, 1007, 1051, 1052, 1140, 1230, 1246, 1249, 1252, 1375, 1376, 1394, 1524, 1534 to 1537, 1635 have Scarrett seats Nos 142, 937, 1175, 1177 to 1180, 1230, 1231, 1246, 1249, 1252, 1347, 1372 to 1374, 1394, 1524, 1534 to 1537, 1635 have electric lighting Nos 817, 958 to 960, 1051 1052 are non-standard

Total 57 cars

First Class Cars

10 Non-standard

44' centre lavatory A 691, 692, 1181 47½' centre lavatory A 1143, 1364 47½' end lavatory A 816, 862, 872, 873, 896, 897, 945 to 947, 949, 950, 1171 to 1174 172 South Island Car Stock (Continued)

Nos 691, 692, 816, 873, 946, 949, 950, 1171 to 1174 have steam heating Nos 1171 to 1174 have electric lighting Nos 862, 896, 897, 947 HF (ferry)

Total 20 cars

11 “Birdcage”

35' centre lavatory A 416, 420 39½' centre lavatory A 47, 111, 114, 130, 390, 494 41' centre lavatory A 421, 423, 528 44' centre lavatory A 76

Nos 76, 416, 420, 421, 528 have steam heating Nos 114, 130, 494 HF (ferry) No 111 piped for steam heating

Total 12 cars

11A “Gallery” cars (five-compartment)

44' centre lavatory A 205, 485, 489, 595, 596

All have steam heating

Total 5 cars

12 Standard old type

47½' centre lavatory A 25, 36, 948, 1009, 1248, 1250, 1251, 1255, 1301, 1346, 1369, 1370, 1392, 1393, 1395, 1423 to 1427, 1510 to 1513, 1527 to 1529, 1532, 1544 to 1548, 1633 to 1636, 1641

All have steam heating and electric lighting Nos 948, 1009 have gas lighting

Total 36 cars

12A Standard new type

50' centre lavatory A 1819 to 1823, 1846 to 1849 50' end lavatory A 1689 to 1695, 1759 to 1768

All have steam heating and electric lighting Nos 1689 to 1695, 1759 to 1768 have coupe compartment Nos 1689 to 1695 have automatic couplers

Total 26 cars

13 Main Line

56' one end lavatory A 1876, 1877, 1929 to 1935 172 South Island Car Stock (Continued)

All have pressure ventilation, electric lighting and coupe compartment No 1935 has steam heating

14 Sleepers and Special Cars

56' day sleepers A 1871 to 1875

All have two end lavatories, pressure ventilation, electric lighting, and automatic couplers

Total 5 cars

General Manager's Car A 1655 Ministerial Car A 1617 Vice Regal Car A 1825 Ambulance Cars A 2001, 2002, 2006 Postal Car, 44' A 65 (steam heating) Postal Cars, 50' A 1057, 1058, 1627 (all have steam heating and centre lavatory; No 1627 has electric lighting)

173 North Island Car Stock

1/11/1940 North Island car stock, including that of the Gisborne and Kaihu Sections.

Second Class

1 Bench-seated cars

35' end lavatory A 521 39½' no lavatory A 75, 328, 329 44' no lavatory A 243, 296, 387, 428, 480, 549, 590, 706, 788 44' centre lavatory A 6, 46, 288, 326, 377, 473, 487, 492, 530 to 533, 550 to 552, 557, 568, 593, 674, 676, 678 44½' centre lavatory A 451

2 “Manawatu” Type

43½' A 1093 50' end lavatory A 1117, 1118, 1120 to 1125 50' center lavatory A 1126 to 1131

All gas lit, restricted use

3 Chair-seated, non-sstandard

43' A 404 44' no lavatory A 125, 166, 381, 419, 539, 553, 556, 575, 589 44' centre lavatory A 392, 540, 545 to 548, 573, 672, 673, 675 44½' centre lavatory A 17, 26, 58, 223, 354, 360 173 North Island Car Stock (Continued)

47½' no lavatory A 723 to 725, 739, 740, 750, 751, 800 to 806, 808, 864 to 869, 918 to 920, 925, 965, 1043, 1048, 1049 47½' end lavatory A 912 47½' centre lavatory A 615, 741 to 744, 755, 814, 846, 916, 985, 996, 1035, 1038, 1039

All gas lit Nos 615, 743 piped for steam heating

4 Car-Vans

44' bench seats A 281, 284, 298, 318, 374, 382, 554 44' chair seats A 555 47½' end lavatory A 820 to 822, 827, 842, 854 to 858, 879, 972 to 974, 979, 1032, 1033, 1036, 1037 47½' no lavatory A 738, 826, 888 to 891, 926, 968 to 971, 994, 1046, 1047 60' suburban A 728, 941, 975, 1182

Nos 738, 820 to 822, 826, 827, 842, 888 to 891, 994 have steam heating

5 Suburban cars

47½' one compartment A 121, 208, 307, 425, 460, 465, 466, 828 to 831, 848 to 853, 892, 893, 1189 to 1192, 1204, 1205, 1224 to 1227, 1443 to 1445, 1447 to 1452 47½' two compartment A 1189, 1446, 1453 50' one compartment AA 1054 to 1056, 1066, 1147, 1271, 1362, 1363, 1496 to 1501, 1585 to 1590, 1592, 1593, 1595 to 1599, 1628, 1631, 1632, 1643, 1644, 1665 to 1678, 1680, 1681 50' two compartment AA 732, 1064, 1065, 1484 to 1487, 1505, 1506, 1591, 1594, 1645 to 1647, 1679, 1682 to 1686, 1804 to 1808 60' two compartment A 274, 371, 372, 384, 391, 1201 to 1203 50' end lavatory AA 1629, 1630

Nos 1807, 1808 are composite cars Nos 1629, 1630, 1804, 1805 have steam heating Nos 1628 to 1632, 1665 to 1686, 1804 to 1808 have electric lighting

6 Standard cars

47½' centre lavatory A 591, 1228, 1272 to 1283 50' centre lavatory A 310, 319, 331, 500, 534, 1144, 1145, 1149, 1155 to 1160, 1165 to 1168, 1193 to 1195, 1200, 1210 to 1212, 1302 to 1309, 1311 to 1315, 1320 to 1327, 1342, 1343, 1350, 1351, 1365, 1366, 1368, 1384, 1409 to 1422, 1455 to 1461, 1503, 1504, 1571 to 1575, 1579, 1606 to 1613, 1615, 1777 to 1779, 1785 to 1803, 1810 to 1816, 1826 to 1835, 1840

All are steam haeted and have Scarrett seats Nos 331, 500, 534, 591, 1144, 1145, 1149, 1155, 1159, 173 North Island Car Stock (Continued)

1160, 1167, 1168, 1195, 1228, 1277 to 1282, 1365, 1366, 1409, 1415 to 1420, 1455 to 1461, 1503, 1504 are gas-lit Nos 500, 534, 1145, 1155, 1160, 1420, 1459 to 1461, 1504 have two steam heat hoses for use over the Rimutaka Incline

7 Main Trunk – old type

50' two centre lavatories AA 355, 1019, 1023 to 1031, 1053, 1067 to 1074, 1132, 1133, 1135, 1136, 1146, 1233, 1237, 1256 to 1265, 1488, 1491, 1492, 1494, 1495, 1603, 1605 50' one lavatory AA 1137, 1240, 1266

7A Main Trunk – old type

50' one end lavatory AA 1268, 1269

Both have steam heating and electric lighting.

8 Main Trunk – new type

50' two end lavatories AA 1687, 1688, 1739 to 1758, 1772 to 1776, 1782 to 1784

All have steam heating and electric lighting

9 Main Trunk – Deluxe type

56' two end lavatories A 1860 to 1870, 1899 to 1928, 1939 to 1947, 1976 to 1978

All have steam heating, electric lighting, automatic couplers Nos 1921 to 1928 have two compartments

10 “Rotorua” type

50' two end lavatories AA 1656 to 1664

All have steam heating, electric lighting, automatic couplers

Composite Cars

11 Non-standard

43' no lavatory A 313, 315, 316 44' no lavatory A 286, 505, 570, 574, 576, 592 44' centre lavatory A 84, 133, 134, 153, 290, 379, 566, 567, 571, 572, 578, 579 44½' centre lavatory A 1507, 1509

4 cars have acetylene lighting

12 Four-compartment

44' no lavatory A 92 173 North Island Car Stock (Continued)

44' centre lavatory A 537, 538 46' centre lavatory A 335 47½' centre lavatory A 1010, 1011, 1206, 1207, 1387 to 1390

13 Addington chair seats in second class

44' no lavatory A 508, 509, 577 44' centre lavatory A 594 47½' no lavatory A 745 to 749, 752, 807, 809 to 812, 917, 923, 924, 966, 995, 1040, 1041 47½' centre lavatory A 753, 754, 756, 757, 786, 787, 813, 815, 823, 824, 844, 845, 847, 915, 927, 928, 960 to 962, 967, 982 to 984, 986 to 993, 997 to 999, 1044, 1045

Nos 756, 786, 923, 967, 982, 989 to 991, 997, 1044 have steam heating Nos 845, 917 are piped only

14 Standard cars

50' centre lavatory A 33, 438, 439, 1163, 1164, 1186, 1196, 1214 to 1219, 1310, 1316 to 1319, 1328 to 1361, 1367, 1407, 1408, 1454, 1472 to 1477, 1558, 1559, 1561 to 1567, 1817, 1818

All have steam heating and electric lighting Nos 1339, 1473, 1474 have Addington chair seats Nos 1186, 1332 to 1340, 1367, 1407, 1454, 1475 to 1477 have gas lighting Nos 1334, 1335, 1337, 1367 do not have steam heating No 1215 piped only Nos 1216, 1217 have two steam heat hoses for use on the Rimutaka Incline

15 Main Trunk – old type

50' two centre lavatories AA 353, 502, 1012, 1014, 1018, 1267

First Class Cars

16 Non-standard

44' centre lavatory A 675 (this car is second class) 47½' end lavatory A 843, 913, 914, 976 to 978, 980, 981

Nos 843, 976 have steam heating No 913 has two steam heat hoses for use on the Rimutaka Incline No 976 has electric lighting

17 Standard Cars

47½' centre lavatory A 1284 to 1291, 1502 173 North Island Car Stock (Continued)

50' centre lavatory A 317, 1148, 1150 to 1152, 1161, 1162, 1185, 1197 to 1199, 1208, 1209, 1213, 1220, 1222, 1223, 1229, 1348, 1349, 1385, 1386, 1406, 1481 to 1483, 1555 to 1557, 1568 to 1570, 1580 to 1584, 1614, 1836 to 1839

Steam heating and electric lighting Nos 317, 1284 to 1291, 1481 to 1483, 1502 have gas lighting Nos 1185, 1289 have no steam heating Nos 1208, 1213, 1220, 1406, 1570 have two sr=team heat hoses for use on the Rimutaka Incline Nos 1836 to 1839 have bucket seats

18 “Rotorua” type

50' one end lavatory AA 1648 to 1652

Steam heating, electric lighting, automatic couplers

19 Main Trunk – old type

50' two centre lavatories AA 1013, 1015 to 1017, 1134, 1232, 1234 to 1236, 1238, 1239, 1489, 1490, 1493, 1600 to 1602, 1604 50' three compartment AA 1020 to 1022, 1059, 1063

Nos 1020 to 1022, 1059, 1063 have two end lavatories, ex day-sleepers

20 Main Trunk – new type

50' two end lavatories AA 1653, 1654, 1709, 1711 to 1718, 1769 to 1771

Steam heating and electric lighting

21 Main Trunk – Deluxe

56' two end lavatories A 1856 to 1859, 1884 to 1895, 1936 to 1938

Steam heating, electric lighting, automatic couplers, pressure ventilation Nos 1890 to 1893, 1936 to 1938 have two compartments

22 Sleeping and special cars

Sleeping car, 20 berth AA 1061 Sleeping car, 18 berth AA 1060, 1270, 1478 to 1480 Sleeping car, Deluxe AA 1616, 1618, 1620 to 1622, 1780, 1781 Day sleeper A 1878 to 1883 Cruiser car AA 1619 General Manager's car AA 1710 Vice Regal cars AA 1824, 2011 173 North Island Car Stock (Continued)

Nos 1616, 1618, 1620 to 1622 have a kitchen Nos 1780, 1878 to 1883 have pressure ventilation

174 Car Details, 1908

1908 Car details:

Class Description Length over Average Maximum Maximum Weight Buffers Tare Distributed When Fully Load Loaded Ft in Tons Cwt Tons Cwt Tons Cwt A 44ft Royal Saloon car ...... 46 6 14 5 2 0 16 5 A 35ft Saloon car...... 37 6 13 3 1 15 14 18 A 37½ft Saloon car...... 40 0 13 3 2 5 15 8 A 39½ft Saloon car...... 42 0 13 3 2 5 15 8 A 41ft Saloon car...... 43 6 13 10 2 5 15 15 A 44ft Saloon car...... 46 6 13 19 3 0 16 19 A 47½ft Corridor car...... 50 0 16 0 2 17 18 17 A 44ft Gallery car...... 46 6 15 0 2 5 17 5 A 42½ft First class car...... 45 0 12 0 2 15 14 15 A 44ft First class car...... 46 6 14 0 2 15 16 15 A 47½ft First class car...... 50 0 17 0 2 15 19 15 A 47½ft first class suburban car...... 50 0 15 13 4 16 20 9 A 39½ft Composite car...... 42 0 11 10 3 5 14 15 A 42½ft Composite car...... 45 0 12 0 3 5 15 5 A 44ft Composite car...... 46 6 13 0 3 5 16 5 A 47½ft Composite car...... 50 0 16 10 3 15 20 5 A 47½ Composite suburban car...... 50 0 15 15 4 16 20 11 A 35ft Second class car...... 37 6 11 7 2 10 13 17 A 39½ Second class car...... 42 0 11 0 3 5 14 5 A 42½ Second class car...... 45 0 11 5 3 10 14 15 A 44ft Second class car...... 46 6 13 0 3 10 16 10 A 46ft Second class car...... 48 6 12 12 4 0 16 12 A 47½ Second class car...... 50 0 16 0 4 5 20 5 A 60ft Motor Train car...... 62 6 22 10 5 10 28 0 A 44ft Three compartment car...... 46 6 12 5 3 5 15 10 A 44ft Four compartment car...... 46 6 13 0 3 0 16 0 A 46ft Three compartment and guard car...... 48 6 12 12 4 0 16 12 A 44ft Postal car...... 46 6 13 10 3 0 16 10 A 39½ft Postal car...... 42 0 11 15 3 0 14 15 A 44ft Refreshment car...... 46 6 15 15 2 10 18 5 A 47½ft Refreshment car...... 50 0 19 0 2 10 21 10

B 31ft Bogie car...... 33 6 10 0 2 5 12 5 B 31ft Bogie postal car...... 33 6 10 18 2 5 13 3

C 31ft Six-wheel car...... 33 6 8 0 2 5 10 5

D 20ft Four-wheel car...... 22 6 5 0 1 10 6 5 175 Pintch's Gas – Instructions for Use, 1908 (Continues from Note 32A)

1908 Guards and others having charge of any train on which may be a car or cars fitted with gas, must see that no more gas is used than is necessary for the use and comfort of passengers, and that the gas is turned off as soon as possible after a train has finished its running for the night, or, if an all-night train, as soon as it is daylight. When cars stand for any length of time between trips gas must be turned off.

Lighting - Gas to be turned on to “By-pass” position by main cock at end of car; this will give a small supply of gas to burners.

Lamps in passenger compartments to be then unlocked, and globes allowed to hang open for a few seconds before taps are opened and gas lighted; after gas is lighted globes must be closed and locked. When required to fully illuminate cars, turn the main cosk at end of car to “Full- open” - viz central position.

In some instances a considerable amount of gas is allowed to escape when lighting up cars. When there is more than one lamp in a compartment, the procedure should be to open all the lamps, then light a match, turn on the tap, light and close each lamp in turn, so that there is no interval for gas to escape between the turning on of the tap and the application of the lighted match.

Extinguish lights – Turn of the main cock at end of car. When the lights have been put out the taps inside the lamps must be put out.

Cleaning – Lamps, globes, and reflectors must be thoroughly cleaned after each day's running. On completion of cleaning the small taps must be left turned off and globes locked.

Lamps and globes must be kept locked except when required to be open for lighting or cleaning.

In daytime one lamp to be lighted in each compartment while running through tunnels.

Special care is necessary in lighting lamps with incandescent burners, in order to avoid damage to the mantle.

The gas should be turned “on” and “off” by the separate cocks attached to each lamp when provided. The cocks at the ends of the cars may be used for turning out the lamps, but in such case the separate lamp cocks should also be turned off later on.

The gas should be turned on as short a time as possible before lighting up, in order to prevent the accumulation of gas in the globes, as the resulting slight explosion is liable to damage the mantles. The cock inside the lamp should therefore not be opened until immediately before applying a light.

The gas globes must be closed gently.

In cleaning globes and reflectors care must be taken not to touch the mantle.

In replacing inverted mantles on burners the globe should be opened and the gas shut off by turning the spindle of the cock which will be inside the lamp. The old mantle should then be removed, and globe reflector, and porcelain cone wiped if necessary. The new mantle should then be taken from its box and placed on the bayonet-joint of the cone, care being taken that it is properly in position. The steatite mantle holder, after being pushed up the end of the cone a 175 Pintch's Gas – Instructions for Use, 1908 (Continued)

short distance, should be given a slight turn to the right, when, if allowed to drop, it will take its proper seating. As soon as this is done the gas may be turned on and lighted, and the globe carefully closed.

176 Cost of Car Windows, 1908

1908 Amounts to be collected when car windows, &c, are broken by passengers:

£ s d Embossed glass of roof ventilators 0 10 0 Car windows and plain glass in car doors 0 10 0 Glass in lavatory windows 0 15 0 Embossed ornamental glass panels in doors of saloon and corridor cars 1 10 0 Gas lamp globes 0 4 0

177 Car Orders from England, 1873 to 1876

Note: Dates are dates of orders unless otherwise specified.

1874

Kaipara to Auckland

25/10/1872 1 First class car, small 2 Second class cars, small 2 Composite cars, small

Auckland to Mercer

23/1/1872 Orders completed – rolling stock

10/1/1873 1 First class car, large } 2 Second class cars, large } Shipped 2/4/1874 per Loch Awe 1 Composite car, large } (ex Railway Carriage Coy) 2 Brake vans, large }

Waikato

10/1/1874 2 First class cars, large 3 Second class cars, large 3 Composite cars, large 2 Brake vans, large

Waitara to New Plymouth

23/1/1872 Orders completed – rolling stock

27/10/1973 1 Second class car, small 2 Composite cars, small 177 Car Orders from England, 1873 to 1876 (Continued)

Napier to Waipukurau

23/1/1872 Orders completed – rolling stock

10/1/1874 1 First class car, large 3 Second class cars, large 2 Composite cars, large 2 Brake vans, large

Wellington to Masterton

23/1/1872 Orders completed – rolling stock

2/5/1974 2 Brake vans (three rail system) for Summit Incline

Manawatu to Wanganui

2/6/1973 1 First class car, small 4 Second class cars, small 2 Composite cars, small 2 Brake vans, small

Brunner to Greymouth

27/10/1973 3 Second class cars, small 2 Composite cars, small

Mount Rochfort Coal Railway

10/1/1874 1 First class car, small 2 Second class cars, small

Nelson to Foxhill

18/1/1973 2 First class cars, small 2 Second class cars, small 2 Composite cars, small 2 Brake vans, small

Picton to Blenheim

23/1/1872 Orders completed – rolling stock

Canterbury Branch Lines – Generally

8/6/1872 Orders completed – rolling stock

Selwyn to Rakaia

7/5/1873 2 First class cars, large Shipped 25/3/1874 per Dunedin (to Lyttelton) 177 Car Orders from England, 1873 to 1876 (Continued)

Rakaia to Timaru

26/10/1872 4 First class cars, large } Shipped 6/8/1873 per City of Agra 8 Second class cars, large } (to Lyttelton) } Arrived 29/5/1874 6 Composite cars, large Shipped 5/2/1874 per Atrato (to Lyttelton) Arrived 20/6/1874 4 Brake vans, large Shipped 6/8/1873 per City of Agra (to Lyttelton) Arrived 29/5/1874 Waitaki – Moeraki

2/6/1873 4 First class cars, large 14 Second class cars, large 6 Composite cars, large 4 Brake vans, large

Dunedin to Clutha

27/5/1871 Orders completed – rolling stock

31/8/1871 Rolling stock

25/10/1872 5 First class cars, large 4 Second class cars, large

Invercargill to Mataura

23/1/1872 Orders completed – rolling stock

2/6/1873 2 First class cars, small 4 Second class cars, small 1 Brake van, small

Winton to Kingston

2/6/1873 3 First class cars, large 5 Second class cars, large 4 Composite cars, large 4 Brake vans, large

Shipped – Ordered on 25/10/1872

Auckland

1 First class car, large } 1 Second class car, large } per Loch Awe 2/4/1874, Railway Carriage Coy 2 Composite cars, large } 2 Brake vans, small }

1 First class car, small } 3 Second class car, small } all ordered 26/10/1872 177 Car Orders from England, 1873 to 1876 (Continued)

2 Composite cars, small }

Dunedin

5 First class cars, large } perPeter Denny, 30/4/1874 4 Composite cars, large }

Bluff

1 Brake van } 4 Second class cars } per Carrick Castlte, 18/4/1874, Railway Carriage Coy 2 First class cars }

Lyttelton

4 First class cars, large } per City of Agra, 3/3/1874 6 Second class cars, large } 8 Composite cars, large per City of Agra and Atrato 4 Brake vans, large per City of Agra

Contracts from 1/7/1873 to 30/6/1874

Auckland to Mercer

23/1/1872 2 First class cars 3 Second class cars 3 Composite cars 3 Brake vans

Waitara to New Plymouth

23/1/1872 1 Second class car 2 Composite cars 2 Brake vans

Napier to Waipukurau

23/1/1872 1 Second class car 2 Composite cars 2 Brake vans

Wellington to Masterton

23/1/1872 1 Second class car 2 Composite cars 2 Brake vans

Picton to Blenheim

23/1/1872 1 Second class car 2 Composite cars 2 Brake vans 177 Car Orders from England, 1873 to 1876 (Continued)

Canterbury Branch Lines – Generally

8/6/1872 10 Brake vans, small 10 Second class cars, small 1 First class car, small 10 Composite cars, small

Dunedin to Clutha

27/5/1871 4 Cars } Shipped per Christian McAuland, 29/8/1872, 2 Brake vans } landed 5/12/1872

31/8/1871 4 Cars } Shipped per Christian McAuland, 29/8/1872, 2 Brake vans } landed 5/12/1872

Invercargill to Mataura

23/1/1872 1 Second class car 2 Composite cars 2 Brake vans

Rolling stock ordered on 23/1/1872 built by the Railway Carriage Coy.

Contract

Auckland

A & G Price Ltd 3 First class cars 7 Second class cars

Dunedin to Clutha

Sparrow & Coy Erecting rolling stock

178 Lettering of Cars (Continued from Note 35)

22/1/1985 It has been found the self-adhesive numerals and letters on car sides and ends do not stand to the vigourous action of the car wash brushes and to the long period of attack from any of the cleaning chemicals used, also the gradual degragation from ultra violet rays do not help.

The replacement of these labels is proving quite and expensive exercise in addition to being inconvenient when spare lables are not available from stock. To date there are several units in service with missing lables.

For this reason it has been decided to paint all numerals and letters on passenger vehicles. It is preferrable that a polyurethane paint system is used as this type of paint is more resistant to chemical attack. 179 Wanganui Cars

7/1929 There are 106 cars allocated to the Wanganui District, as below:

A 30, 75, 125, 153, 165, 243, 285, 286, 293, 328, 329, 337, 340, 342 to 345, 348, 373, 377, 406, 408, 473, 505 to 507, 531, 568, 573, 574, 608, 610, 611, 638 to 640, 656, 674, 749, 837, 842 to 844, 858, 923, 960, 976, 982 to 984, 986 to 993, 997, 998, 1099, 1126, 1148, 1149, 1152, 1186, 1214, 1215, 1222, 1310, 1312 to 1318, 1320, 1342, 1343, 1352 to 1357, 1407, 1408, 1410, 1411, 1421, 1473, 1474, 1563 to 1565 97 cars 171 (saloon) 1 car 92, 312, 334, 338, 403 (four-compartment) 5 cars 729 to 731 (postal) Total 106 cars

180 Wellington Section Car Restrictions

2/7/1906 The following cars are prohibited from running over the Rimutaka Incline:

- Cars with elevated roofs are not to be used on trains between Upper Hutt and Featherston.

- Wellington& Manawatu Railway Coy's cars are prohibited from running between Upper Hutt and Cross Creek.

- Spare cars are placed at Lower Hutt, Featherston, Masterton, Woodvillle, Dannevirke, Waipukurau, Kaikora, and Hastings.

- Te Aro – Upper Hutt suburban cars – A special plate affixed to the headstocks of each suburban car defines the limits of its run. They are not to run on any other portion of the line without special instructions from the Traffic Superintendent.

These cars will not pass through goods shed. Also, owing to their width, they require extra clearance at fouling points, as compared to ordinary car stock.

181 Sale of Cars, 1984

4/1/1984 The New Zealand Railways have for sale by tender three cars, 50 foot, and three car-vans, 50 foot, steel body on wooden frame, at Wellington. Tenders close on 27 January, 1984.

182 Excursion & Other Trains

31/10/1972 The Ministry of Defence is being informed the Department will no longer be able to run special troop trains. However, it will be possible to supplement trains Nos 227 and 626 by up to three cars provided adequate notice of requirement is lodged.

The provision of special trains for New Zealand Railways picnics, social, or sporting activities will be restricted to those originating from Auckland, Wellington, Christchurch, and Dunedin metropolitan areas subject, of course, to the availabilty of suitable cars.

17/11/1978 An agreement was recently signed by the National Federation of Railway Society and the New Zealand Railways which will allow cars owned by groups in Auckland, Wellington, and Dunedin to be used on excursion trains. The trains will be hauled by NZR locomotives. 182 Excursion & Other Trains (Continued)

30/11/1978 The cars overhauled and owned by members of the Federation of Railway Societies are all to be fitted with a passenger emergency valve in the brake system similar to that fitted in the AC cars.

This work would carried out by the Federation members at their expense but must be to the Department's approval.

3/5/1988 First train, headed by DC 4444, between Napier and Gisborne after line restored following damage from cyclone Bola in March.

20/11/1992 Morrinsville School excursion to Tauranga.

16/10/1993 Railway Enthusiasts Society excursion to Murupara.

9/7/1994 Special trains ran fron Christchurch and Invercargill to Dunedin for rugby game.

183 Kingston Flyer Train

18/12/1971 Inaugral run of the Kingston Flyer between Kingston and Lumsden.

1979 Kingston Flyer transferred to run between Invercargill and Bluff.

12/1982 Kingston Flyer returned to Kingston. Now leased to Kingston Flyer Coy, and runs between Kingston and fairlight.

14/10/1985 The Kingston Flyer train has been leased to Southern Enterprises.

184 Luminious Paint for Car Interior

3/3/1883 Tuesday – The Railways Department have had one of the passenger cars painted withBalmain's luminous paint, and on Saturday last a trial that proved very satisfactory was made. The car was taken into the Caversham tunnel, and it was found sufficient light was emitted from the sides and ceiling of the car to enable passengers to see each other distinctly.

A general opinion was expressed in favour of the paint being extensively applied to this purpose, since by that means a larger saving in labour and expenses might be effected, and people would not be left in the darkness in the tunnels as they so often are at the present time. Mr Walden is the sole agent for the Colony.

185 New Cars (Continued from Note 63)

1/11/1884 Yesterday a trial trip took place of the first Auckland bogie cars, eight in number, all manufactured from local materials. [At Newmarket Workshops] A special train ran through to the Waikato.

10/9/1890 Four cars for the line between Wellington and Napier have been constructed at the Newmarket Workshops and are to be sent to Wellington tomorrow by the Hinemoa. 186 Refreshemnt Cars (Continued from Note 40)

The discontinuance of running of dining car on express departing Thorndon at 4.15pm, arriving at Palmerston North at 9.00pm, probably happened in September or October, 1909. The date was somewhere between December, 1908 (when the Manawatu Railway Coy was taken over), and October, 1909, when dining cars were permitted to run between Thorndon and Palmerston North on mail trains only. The 41.15pm train was not a mail train in October, 1909.

Dining cars were discontinued on the followng dates:

Auckland – Rotorua expresses (with dining car attached between Mercer and Morrinsville from 1915 instead of between Auckland and Putaruru) – from Monday, 30 July,1917.

Auckland – Wellington expresses (cars running between Auckland and Taumarunui on trains Nos 153 and 666, and between Wellington and Waiouru on trains Nos 626 and 221 from 1 November, 1914*) - from Tuesday, 7 August, 1917.

(* instead of between Auckland and Raurimu and Wellington and Ohakune previously.)

Wellington – New Plymouth mail trains (cars running between Thorndon and Aramoho) – from Monday, 20 August, 1917.

Christchurch – Dunedin express and mail trains – from Monday, 30 July, 1917.

In 1915 cars were attached to trains Nos 145 and 160, and 161 and 174.

From December, 1915, runs altered – train No 161 put car off at Palmerston to be picked up by train No 160 the next morning.

In May, 1917, cars on trains Nos 160 and 161 restricted to run between Palmerston and Timaru (only one car needed).

187 Thorndon – Palmerston North Expresses

17/3/1961 Express trains running between Thorndon and Palmerston North:

From 1/1909 Thorndon Depart 4.15pm Palmerston North Arrive 9.10pm 2/1909 '' '' 4.00pm '' '' 9.00pm 11/1909 '' '' 4.15pm '' '' 9.05pm 12/1914 '' '' 4.13pm '' '' 9.00pm 10/1916 '' '' 4.15pm '' '' 9.00pm 12/1919 '' '' 4.13pm '' '' 9.00pm 3/12/1923 '' '' 6.00pm '' '' 9.53pm (1) 8/5/1924 '' '' 4.13pm '' '' 9.00pm (2) '' 6.00pm '' '' 9.53pm (3) 9/8/1925 '' '' 5.40pm '' '' 9.40pm (3)

Notes (1) Train No 640, Fields Express (2) Train No 646, mixed (3) Train No 640, passenger 188 Northerner Service

11/1975 The Northerner train is expected to enter service on 3 November. This new train replaces the former overnight expresses on the Wellington – Auckland route.

As in the case of the Endeavour and Southerner trains, the new Northerner consists of standard car stock which has been substantially rebuilt – the Northerner however, includes refinements not found on the earlier trains. The new train runs on new bogies (although such bogies will soon be fitted to the Endeavour and Southerner cars). But the Northerner also includes an improved form of ventilation in the cars, full insulation of walls and ceilings and other detail improvements.

The new trains have well equipped dining cars converted from former postal cars, and the postal and parcel wagons have been repainted in the new Northerner colour scheme. The colour is a deep yellow, enhanced on the passenger cars by a chocolate coloured band below the windows.

Two trains are necessary for the service, which will take about one and a half hours less to make the journey than the olf express as refreshemnt stops are no longer made. Dinner is served in the dining car for about two hours after departure from Wellington and Auckland with light refreshemnts available through the night. Breakfast is available for the last two hours of the trip. Liquor is available in the dining car until 11pm.

Prices for meals vary but a typical main meal costs around $1.50 with about 40 cents for a dessert. Breakfast costs $1.00.

The crew consists of driver and his assistant, guard and junior porter and a catering and sleeping car staff of eight.

Consist Northbound, the train will consist of locomotive, steam heat van, day car No 6 (spare), day car 5, day car 4, dining car, da car 3 (with staff compartment), day car 2, day car 1, slepping car, spare sleeping car, guard's van, postal van, and two parcels wagons.

The southbound train consist is locomotive, steam heat van, day car 1, day car 2, da car 3 (with staff compartment), dining car, day car 4, day car 5, day car 6 (spare), sleeping car (spare), sleeping car, guard's van, postal van, and two parcels wagons.

Day Cars The cars involved are all 56 foot North Island Main Trunk cars, numbered as follows:

A 1929, 1934 (with staff compartments A 1856, 1857, 1884, 1886 to 1890, 1894, 1895

The first task was to strip the cars – main items removed included all seats, luggage racks, floor covering, wall vinyl, steam heaters, pressure ventilation equipment, covered gangways, exterior panellin on car side, lighting system, water heater, partition between toilet and passenger compartment, brake equipment, draft gear, coupe compartment (A 1929 and 1934), roof ventilators, and roof lining to give access for new insulation and new air duct mounts.

Work on the underframes included modifications to allow fittin of new bogies. The new bogies are similar to those on the Silver Star and will give a much improved ride. To simplify the fitting of these bogies, it was decided to raise the cars three inches higher above rail level, thus it was necessary to modify the headstocks and inner solebars, and lower the drawgear and fit new couplers. 188 Northerner Service (Continued)

Brake equipment was overhauled and a more modern triple valve fitted. The underframe was rewired, and an alternator replaced the former generator. New battery boxes and a new hot water tank were fitted.

The outside panelling was renewed from sill to cantrail providing window cut-outs for Supa- Vent windows of the type fitted to the Endeavour cars. The walls were insulated with 50mm thick fibreglass blanket – this was the first time renovated cars have been insulated. New roof ventilators were fitted – these are similar to the ventilators on the Silver Star cars. New end covered gangways were fitted and these too are similar to those used on the Silver Star, being of the type fastened to the end of one car only. This type creates less noise when the train is in motion compared to the old type which consists of canvas bellows meeting with steel plates in the centre.

Work inside the cars included building a new compartment for the pressure ventilation equipment, and the unit and ducting was then installed. For heating this unit uses a steam heating coil and blower. The new air duct has been concealed by fitting the cars with a flat ceiling area at the crown of the roof arch. The system blows cold air in through the roof ducts and hot air through floor-level ducts. Five temperature sensors have been fitted inside and outside the cars leading to the electronic thermostat control equipment which will adjust the ratio of hot and cold air as required. The result is a big improvement over the former pressure ventilation system.

Fibreglass insulation has been fitted in the ceilings and the overhead lights are fluorescent units.

The day cars seat 30 passengers, the two cars with staff compartments seat 25. There are no fixed end seats – all can be reclined. Metal luggage racks were fitted, and these racks incorporate overhead individual reading lights for each seat for use after the main lights have been switched off by the guard in the evening. The windows have been fitted with curtains.

Seats have been overhauled and re-upholstered and the trays in the seat backs removed.

Toilets have been fitted with stainless steel bowls and basins (which are supplied with hot water).

The day cars with staff compartments will be marshalled next to the buffet cars. One staff compartment will be on each train. The compartment contains a bench seat able to seat two or three and adjacent to it is a staff toilet and washroom.

Dining Cars The dining cars have been rebuilt from from the FP class 60 foot postal cars formerly used on the North Island Main Trunk expresses. They have been reclassified AD retaining their former numbers – 709, 710, and 711.

The cars were extensively rebuilt. All interior equipment and partitions were removed, all windows, ventilators, underframe equipment, and exterior panelling (ribbed aluminium) between sill rail and cant rail were removed. Side doors were removed, along with the side steps, draft gear and bogies. The existing bogies were of a modern design but were removed for use under the Northerner guard's vans, being suitable for more heavily loaded stock. Bogies of the type fitted to day cars have been placed under the day cars.

Work done on the underframe included fitting of the new bogies and lowered drawgear as on the 188 Northerner Service (Continued)

day cars, overhaul of brake gear and fitting of two alternators (axle driven) plus associated wiring. Hot and cold water tanks were fitted, and an underframe cabinet for refrigeration compressors and motors for the kitchen refrigerators. New battery boxes were built.

Body exterior work included reframing where the side doors were removed, and the fitting of new ventilators, new covered gangways, and new windows of the same type as used on the day cars. Extra ventilation hatches and fans were fitted over the kitchen. Car sides were repanleed and service / emergency side doors fitted.

Extensive interior work was required. A new insulated floor was fitted over the existing floor, kitchen partitions were built, a false ceiling concealing the pressure ventilation duct was fitted (similar to the day cars), car body rewired, and the walls and ceiling insulated with fibreglass.

In the dining area, which seats 40 people, new fixed seats of the tip-up type were fitted, together with tables, Curtains were fitted to the windows, and all walls lined with formica. Pressure ventilation equipment was installed. In the kitchen area equipment installed included a steam- heated bain marie and a savoury warmer, gas convection oven, refrigerator and bottle cooler, three gas rings, sinks, cupboards and racks for crockery and other equipment, and ventilation fans. Wherever possible, steam was used for heating in the kitchen area.

Food will be taken aboard frozen into pre-cooked packs, each containing several servings. This, together with the roof fans, and the use of steam for kitchen purposes will help reduce excess heat in the kitchen.

The severy has been fitted with a lattice metal blind to shut it off after the kitchen has been closed.

The dining car staff consists of three in the kitchen plus stewards serving tables.

Sleeping Cars The sleeping cars are numbered A 1872, 1878, 1880, and 1881. They required fewer modifications. All windows were removed, and all exterior panelling. Also removed were the old lighting system, water heaters, bunks, steam heaters, covered gangways, brake equipment, draft gear, and ventilators, as well as sections of the ceiling.

Underframe modifications were the same as those required for the day cars. The new type of windows, roof ventilators, pressure ventilation system, covered gangways, etc, were fitted as for the ay cars, and exterior panelling replaced.

The bunks were re-upholstered and reinstalled. Side walls and ceilings were insulated and ducting for the pressure ventilation system installed. The ceiling was not altered with a false ceiling as on the day cars, as this would reduve overhead clearance for upper bunk passengers.

Panel cloth in the corridors was replaced with formica, and the attendant's compartment and the toilet were lined with the same material. Other details incorporated in the day cars generally applied to the sleeping cars.

Interior Décor In the day cars walls are covered with vinyl cloth, ceilings with formica, and floors carpeted. Carpet colour is a brown pattern design. Seat covering is haze gold in colour. 188 Northerner Service (Continued)

In the dining cars formica driftwood pattern covers the walls and the carpet in the dining area is the same as in the day cars. Table tops are formica brass. Sleeping cars are basically the same as the day cars.

The whole interior of the train is in yellow, gold, and brown tones, ranging from the light coloured wall and ceilin fittings through the gold seats to the dark brown carpets.

Exterior Paintwork As with the interior, gold-brown colours predominate. Day cars, slleping cars, buffet cars, and guard's vans are painted Grecian white roofs, black underframes, car sides a deep yellow-gold, with a broad chocolate band under the windows, the band bordered by a bright yellow lining, and with the name Northerner in white on the chocolate band.

189 “Push-Pull” Test Train

9/1977 A “push-pull” test train was run from Wellington to Paekakariki and back on 28 June as part of the study programme which will culminate in new designs of suburban trains for both Auckland and Wellington.

The test train northbound comprised a multiple unit trailer car, Silver Star car, dynamometer car, six ordinary locomotive-hauled suburban cars, and at the rear, an EW class electric loco.

The consist was adopted for these reasons – a brake valve, headlight and horn was needed at the leading end, hence the D class trailer car. A modern vehicle with up-to-date bogies and suspension was wanted for the test, hence the Silver Star car.

The test was monitored from the dynamometer car, and the ordinary suburban cars were used to build up the total weight.

The only measurement taken on the test was the end thrust on one of the Silver Star car axles.

Push-pull trains are quite common overseas, and there is a good deal of data available concerning performance, etc, but virtually all this applies to standard gauge operations. The main purpose of the New Zealand test was to check against the result of similar tests overseas, on the assumption that if the two matched, then the overseas standard would be applicable to New Zealand.

In general the results were along the lines indicated by overseas research.

Running of the train – the driver in the leading unit car was in radio conatct with the dynamometer car and with the driver of the electric locomotive pushing from the rear.

The headlight of the unit car was worked off batteries placed in the car for this purpose, and the air horn was connected to a bottle of compressed air. It was not possible to use the horn in the normal way as the supply comes from a compressor in the motor coach via a second air pipe. The only air in the trailer car leading the test train was in the brake pipe, and if that had been tapped to use the horn, the brakes would have been applied each time the horn was sounded 190 Alterations to Southerner and Endeavour Cars

9/1976 All Southerner and Endeavour cars are being equipped with new bogies, i90 of which were mported from Korea some time ago for these two trains and the Northerner service.

At time of writing one of the Endeavour cars was at Otahuhu Workshops for repairs. Opportunity was taken to fit the car with new bogies and covered gangways at the same time. With this car and another done, work will continue on the remaining vehicles on the train, including the guard's van.

The project will result in six cars, the buffet car, and guard's van all on new bogies and with the new covered gangways. One of the Endeavour cars will have a new covered gangway arrangement at one end only until all the other cars are altered. This transition car is necessary as the new and existing types of covered gangway are incompatible. Once all the other cars are completed, the old covered gangway on the transition car will be replaced by the new type.

The same work will be carried out on the Southerner cars.

191 Smoking Banned on Suburban Trains

6/1982 Smoking banned on all Wellington suburban trains.

Smoking was banned eighteen months ago on all Johnsonville services.

8/4/1983 Smoking banned on the Auckland suburban services.

192 Painting of Cars

1874 The whole of the woodwork of the bodies of the cars is to receive three coats of gold size and four coats of best body varnish. All of the ironwork, as well as the woodwork of the frames, is to have three coats of good oil paint. The class of each compartment is to be lettered on the door.

{The underframe colour has not been specified. It has generally assumed to have been black, but there is some evidence that chocolate or red oxide may have been used on some sections.]

Roofs: outside of the canvas is then to receive three good coats of thick white lead paint.

[This would have been a dull, matt colour when new and would have darkened rapidly in service.]

21/4/1881 Carriage Stock Painting: The use of varnish on carriage bodies outside is to be discontinued entirely for the future. Bodies and underframes are to be painted in Nelson hematite four coats, the finishing coat with boiled linseed oil. For outside of sashes, dark stone colour may be used, the beadings may be picked out with vermillion and chrome yellow, the panels may have vermillion scroll work and lining. The picking out need not necessarily be restricted to these particulars.

It is desired to be economical in labour and material but to adopt a judicious style of painting which will, while more efficiently protecting the stock, relieve it of the somewhat monotonous and weather worn appearance presented by the varnish so soon after being applied. 192 Painting of Cars (Continued)

22/9/1881 Re: Oxide of Iron paint, Thames Paint Manufacturing Coy: Having had this paint analysed it is reported to be of good quality, and you are instructed to give it an extended trial on the rolling stock, etc, under your charge. After having given it a six months trial, you will be good enough to report on it.

[The colour of the Nelson paint (actually from Parapara) depended on which part of the quarry it was excavated from and to what temperature it was roasted during manufacture. At the time paint made from the base clay was generally described as “yellowish-brown”. The ore can still be found at Parapara and is probably best described as being towards the darker/more orange end of Raw Sienna. Nineteenth century accounts refer to the more heavily roasted pigment as “purple-brown”. The Thames product is more difficult. In 1885 the company was supplying ots anti-corrosive paint in red, oak and bronze-green colours – the oak was the base ore, the red was the same ore roasted to a higher temperature and the green added (carbonized refuse of animal matter” to the mix. Working Railways were purchasing it in “any colour and manufacture required” at the time, and the bronze-green variant may be the green that has been suggested for some cars during the 1880's. Working Railways were also purchasing Hikurangi haematite by 1884, but its colour is unknown.

In 1889 three drawings were issued showing a new painting scheme. They called for Indian red (a sort of high-grade red oxide) sides, chocolate ends and black mouldings edged by an eigtht- inch chrome yellow lines. Roofs were originallyt to be grey, later amended to white. It isn't clear if this scheme was a definite instruction or a proposal, but it's broadly similar to the specification in 1891 Locomotive Department Special Instructions, which called for Indian red body colour, picked out in black and fine-lined white lead stained with stone-ochre. Window frames were four parts orange-chrome to one part Indian red. The colour for ends of cars, “being darker than sides, is best got up with purple-brown and blue”. Roofs were finished black and ironwork black. The under roofs of verandahs were painted lead colour. This scheme wasn't universally applied – Whangarei Section cars, for example, were painted haematite as late as 1894.]

This section courtesy Kevin Crosado.

193 Car Number Plates, etc

As built, bogie cars had the class and number painted on the upper fascia board above the windows, for example FIRST – 278 – SECOND. When smoking and longitudinal class plates were introduced in November, 1888 (BP 875), they were fitted immediately below the window sills. In the 1890's these were moved to the waist, midway window sills and the bottom of the body sheathing.

A numbered class plate to BP 1731 was introduced in June, 1894. The longitudinal plates were later replaced by the round class plates in July, 1900 (BP 2769), while oval number plates were also fitted to the solebar at its centre. BP 3202 of December, 1902, introduced round number plates, now centrally placed on the waistline between the class plates. However, some 44 foot cars were still to be seen as late as 1909 with the older longitudinal class plates still fitted.

194 Latrine for Cars

2/4/1889 BP 997 issued in this date, described as “Latrine for 'Addington' Compo Cars”. 195 Delivery, Construction, & Alteration of Cars

14/1/1874 Wellington - Some enormous cases containing parts of railway carriages for the Picton line were shipped on board the Paterson yesterday afternoon. The cases were each 36 feet long by 12 feet across, and being very weighty, were awkward to handle. A temporary derrick was rigged aboard the Paterson, and with the help of a number of sailors the ponderouse cases were deposited on the vessel's deck.

21/1/1874 Wellington – Two railway carriages exported on the Paterson.

23/1/1874 Auckland – Contract for railway carriages has been given to Prices.

11/2/1874 Wellington – A number of railwa carriages imported in the Douglas for the Masterton Railway have been re-shipped on the Salisbury for use on one or other of the Canterbury lines. The gigantic cases in which they were contained have for some time been lying exposed to wind and weather in the reclaimed land. The removal of the cars is an extremely judicious proceeding, as they are not likely to be turned to any useful account on the Masterton Railway for a very long time to come.

6/4/1874 Ship Loch Awe departed for Auckland, bringing railway carriages.

23/5/1874 Wellington – Some weeks ago it was announced one of the railway carriages lying on the wharf and intended for Napier was to be put together and usedon the Hutt line, in order to meet the demand for additional rolling stock. The enormous cases were duly carted up to the pipitea station, but when the erection of the carriage was commenced, it was found the frame had been sent to Napier with the other carriages. This frame was reshipped on board the Paterson early this week, and it was hoped would have arrived in time to have allowed of the carriage being put together in time for use on Monday next. The Paterson, however, hab=ving been unable to leave Napier for some days owing to the heavy sea on, the holiday makers on Monday will have to be content with the original number of carriages on the Hutt Railway.

26/6/1874 The Dunedin is due about the end of the month, bringing a large number of cars. The ship sailed on 11 April.

18/8/1874 Port Chalmers – The Peter Denny brings nine packages of railway carriages, from 30 feet to 60 feet long.

25/8/1874 Nine cars have arrived in Dunedin for use on the Southern Trunk Line, fitted up on the American system of construction – open at the ends so inter-communication can be carried on through the entire length of the train when in motion.

30/9/1874 Auckland – Some of the railway carriages per Oxford were discharged yesterday morning; their sides and ends were packed in enormous cases, which were safely landed.

19/3/1875 Wellington – Tenders are called for the conveyance of five railway carriages of ten tons weight with wheels and axles, ex Dellan Tower, from Wellington to Wanganui.

10/4/1875 By the schooner Clio, which arrived in the Waitara on 5th April, the wheels and fittings of the cars have arrived, and Mr Gwynneth intends to have them at once fitted up so that when the Waiongona bridge is finished, which will be in about a week, a trial train will be run on the line.

1/5/1875 Wanganui – This evening the vessel Hannah Broomfield will proceed up the river for the purpose of landing a few railway carriages, and other plant.

28/10/1875 The Commonwealth sailed from Plymouth, with railway carriages as part of its cargo. 195 Delivery, Construction, & Alteration of Cars (Continued)

2/12/1875 Nelson – Messrs Leecg Brothers have finished several of the railway carriages, and a special trip to Wakefield will be made this afternoon.

18/1/1876 Wanganui – The Tongararo proceeded up to the railway wharf yesterday afternnon, and took on board another of the railway carriages, which she conveys to Foxton.

15/2/1876 Westport – Two additional cars are to be placed on the Mount Rochfort line in anticipation of increased traffic. Tenders are called for the conveyance of the cars from Wellington, and also two others for Greymouth.

15/2/1876 Wanganui – Tenders will be received at the Public Works Office until noon on Wednesday, the 10th instant, for the conveyance of seven railway carriages to Wanganui. The carriages are to be transhipped from the Commonwealth and Hurunui.

10/3/1876 Westport – A sailing craft with railway carriages aboard, for Westport and Greymouth, is about leaving Wellington. The freight was offered for tender some four weeks before.

28/4/1876 Westport – Arrived per the Herald from Wellington – 24 packages of railway material for Westport and 24 packages of railway material for Greymouth. Four railway carriages – two for Westport and two for Greymouth.

20/6/1876 Port Chalmers – The Orpheus arrived today with two locomotives and four cars.

15/9/1876 Auckland – The Sam Mendel is rapidly clearing out her cargo, including the fraework of several railway carriages, ponderous pieces of work, and require great care in handling.

24/10/1876 Dunedin – Anticipating a more than ordinary strain on their resources on the Prince of Wales' birthday, the Railway authorities are busily engaged with the erection of new cars. These are sixteen in number, of the long bogie type, but differing from any now running here, inasmuch as they are fitted with rests for the head and arms, which take the form of a chair.

25/10/1876 Dunedin – Sixteen extra cars are in course of construction for the Railway Department.

8/11/1876 Wanganui – The Forest Queen arrived yesterday, with three cars, two of which are on deck. Two cars are to be landed here, and the other forwarded to Greymouth by the same vessel.

7/1/1878 The barque Wodonga had six carriages as part of its shipment from Auckland to Lyttelton.

16/1/1878 The barque Wodonga had six carriages as part of its shipment arrived at Lyttelton.

19/2/1878 At both the Pukekohe and Buckland railway stations is about 1,000,000 feet of puriri timber, to be supplied to the South Island for the construction of railway carriages.

5/11/1878 Attached to the Pullman car in which the Governor travelled up from yesterday was one of the new guard's vans that are being built in the workshops. The van is an excellent specimen of local industry. It is made of kauri pine and New Zealand hardwoods, and is very handsomely finished. The larger compartment for passengers' luggage is painted white, but the smaller one is grained and varnished to resemble oak as are also the desk, lockers, pigeon-holes, etc. There are projecting plate-glass windows on either side by which the guard can see conveniently the cars in front of him, and the windows are bufitted with arm rests in morocco.

The exterior of the van is painted and highly varnished in imitation of teak to correspond with 195 Delivery, Construction, & Alteration of Cars (Continued)

the other cars which are built of that wood. The ends of the car are painted bright vermillion and the word “Guard” is inscribed on glass in blue and gold letters.

Six new passenger cars are being fitted on the American double bogie principle, and an order has been issued for alterations to be made in the rolling stock generally so as to lessen the oscillation so much complained of. One of the new cars is finished, and the remaining five will be ready in about a fortnight.

1/2/1879 Christchurch Workshops – In the paint shop are a number of cars, some waiting for the workmen's attention, others looking fresh and new as paint and varnish can make them.

Of the various woods used in the construction of the cars none look so well as the mottled kauri, which gives to the sides of the cars a very pretty appearance. Many of the cars are without panels at all, waiting for their turn after their frames have been stripped to have the old replaced with new.

11/5/1880 Wanganui – The ss Wallabi left Manukau on Sunday, and arrived yesterday. The Wallabi brings two cars.

10/6/1880 In one instance thirteen cars were left so exposed to the weather that it cost £1,477 to put them in a fit state for use.

19/6/1880 Waitara – The cars which were brought here by the Isabelle were landed in a most satisfactorily manner under the supervision of Mr Mr McGonagle and placing them on the wagons in a highly creditable manner considering the meager appliances at his command to move such heavy weights.

24/6/1880 A short time ago some cars were taken from the wreck of the Forest Queen.

12/7/1880 Napier – The brigantine Isabella, from Wellington, brings four large cars on deck.

10/8/1880 Waitara – Two cars and fii=ttings arrived from the Forest Queen.

19/10/1880 Wellington – Public Works Office – Separate tenders will be received at this office until noon on Monday, the 1st November, 1880, for the conveyance of one car to Napier, and four cars to Wanganui. The cars are from the Rakaia.

4/11/1880 Wanganui – The Stormbird arrived from Wellington this morningf with a very large cargo in the hold and two cars on the deck.

9/7/1883 The cars now being constructed at Addington Workshops are to embellished with nickel and silver-plated fittings.

30/4/1884 Wanganui – The Hauraki brought from Wellington this morning four large cars. These were placed on wagons and sent to the East Town Workshops, where they are to be fitted up.

5/9/1884 Auckland – The ship Wanganui is at prsent engaged landing several large cars. There are seven in all to be landed and the first weighing some six tons, was placed on the wharf yesterday afternoon. The packages measure 46 feet, and contain over 28 tons measurement each.

26/9/1884 Auckland – Per barque Notero, fromLyttelton, five cars and 53 packages of car material. 195 Delivery, Construction, & Alteration of Cars (Continued)

10/10/1884 The Minister for Public Works yesterday stated the Government had no intention of procurring the ironwork for composite bogie cars and car frames from the present contractors at Home. They would either be contracted from outside firms or, if possible manufacture in the Government workshops in the colony.

1/11/1884 Auckland – Yestreday a trial trip took place of the first Auckland built bogie railway cars, eight in number, all of which were manufactured from local material, there were two brake vans with eight cars, and a special train ran through to Waikato.

It is not intended to bring them into use till the cattle show day when they will be available to the public for the first time and run to and from Waikato.

12/4/1887 Yesterday a new car was used for the first time on the special excursion train to Waipukurau. It is on the American principle, having seats with folding and reversing backs to seat one person each on the one side, and two persons each on the opposite side of the car, conveniences for passengers are among the noticeable features of this new addition, which are not attached to similar cars on the Wellington – Manawatu line.

We hope to see this car, and as soon as possible others of a like kind, in daily use, on the long journey between Napier and Woodville. This car was made at New Zealand railway workshops and is made from New Zealand forest timbers.

12/11/1889 Feilding – Complaints have already been made about the disagreeable odour arising from the place of convenience on one of the new cars.

19/9/1890 Auckland - Some very fine specimens of local workmanship, in the way of railway cars, have just been turned out of the Newmarket Workshops, and all who have seen the cars are unimous in their expression of opinion that better work could not be done anywhere in the colonies.

Hitherto the Addington Workshops have led the van in this colony, as far as construction of cars was concerned, but since Mr Jackson became manager of the Newmarket Workshops, some very handsome samples of local industry have been turned out. Four new cars, comprising three first class saloon cars and one second class car of improved pattern, have just been completed at Newmarket, everything possible in connection with the cars, even down to nickel-plated chandeliers and the embossing of the glass windows, being done on the works.

The cars are to be sent down to Wellington tonight by the Government steamer Hinemoa from Onehunga, to be used in the opening of the through railway from Wellington to Napier next month. Each car possesses a side platform, railed, from which an uninterrupted view of the surrounding country may be obtained while the train is in motion. Each car is 42 feet in length by 8 feet in width, the height of the body being 8 feet 6 inches. The body is considerably wider than the ordinary cars.

The woods used in the construction of the cars are kauri (plain and mottled), mangaio, puriri (figured), rewarewa, totara knot, and rimu. On entering one of these cars the passenger finds himself in an elegantly-fitted-up saloon, provided with one long side seat running the whole length of the saloon, sixteen feet, and on the other side with a number of short patent reversible seats, accommodating two people each, and placed at right angles to the side of the car. These seats are a novelty on New Zealand railway lines, and are most convenient and comfortable. The seats are neatly upholstered with green buffalo hide, and the floor is covered with linoleum and with soft foot-mats. 195 Delivery, Construction, & Alteration of Cars (Continued)

The panels on one side of the car are all veneered and inlaid with puriri and totara knot in a very pretty style, each panel having the inlaid monogram “N.Z.R.” in the centre. The top-side panel is of mottled kauri in puriri framing. The roofing of the car is of alternate rimu and kauri, and the elevated roof is provided with very handsomely embossed glass windows, embossed with fern-leaf designs and the monogram “N.Z.R.” All this work has been done at the Newmarket Workshops, and is very effective, being quite equal to anything of the kind imported.

The lamp chandeliers, hat-hooks, net-supports, and all the interior fittings are nickel-plated in the workshop, a nickel bath having been recently added to the appliances on the works. One side of the car panelling consists of an alternate mirror and upholstered work.

Besides the saloon there are three other compartments in the car, a lavatory, a private compartment for small parties, and a smoking compartment. The lavatory adjoins the saloon, and is a neatly fitted up compartment containing every necessary. The private compartment is six feet square, is fitted up similarly to the saloon, and is capable of accommodating six people. It is a very handsome cosy little compartment, and in it one could quite forget the inconvenience of a large railway journey. It is very prettily panelled with native woods, and is elegantly upholstered.

The smoking compartment accommodates six persons. It is very neatly upholstered, and is provided with a handsome little folding card-table. Altogether the car is a most comfortable and even luxurious one, and passengers on, say, the Waikato line, may well hope that before long the cars may be in constant use here.

The side platform is, perhaps, the most novel feature about the cars.

The second class car which accompanies the others has one third of its length devoted to a smoking compartment, and is wholly constructed of kauri and rimu. It is a great improvement on the present style of second class in many respects, and, as in the saloon cars, its finish does credit to the local staff of the Railway Department at the workshops.

21/1/1891 Addington Workshops – The sand-blast machine, which, by the aid of a jet of sand driven out of an orfice by an air-blast, grinds glass or roughens any hard surface. The man in charge of this machine was grinding the patterned glass one sees in the skylights and smoking cars of railway cars. The pattern, of gelatine or even brown paper, is pasted on the glass, and the shower of sharp sand, though it cuts the smooth surface of the glass, rebounds from the softer substance, and leaves the pattern in smooth relief against the ground surface.

The car and wagon shop, where scores of men and machines were at work fitting up old cars and building new ones. In one part of the shop was a new car, nearly completed, with an open platform running along its side.

27/10/1892 Two new cars have been constructed at Newmarket Workshops for the Napier – Taranaki Section.

16/2/1899 Dunedin – The Government has decided to build three dining cars, to be used on the express trains between Christchurch and Dunedin.

10/1/1903 Wellington – The new cars built here recently are really very comfortable, albeit to enjoy their soft cushions and excellent ventilation one must be a new woman who enjoys a smoke, for they are dedicated to the devotees of the weed. Seven of these fine cars are beautifully finished and well upholstered in dark leather, the panels being of polished red pine. There is no need to send abroad for cars when such excellent work can be turned out in the colony. 195 Delivery, Construction, & Alteration of Cars (Continued)

2/4/1908 Wellington – A smart piece of work was done in the Petone Workshops a day or two ago. The Governor came up from the South on Sunday and wanted a car prepared to take him up to Hastings on Monday morning. The vehicle which his Excellency uses on these excursions abroad does service as a travelling saloon,bedroom, kitchen, dining room, cook, shop, pantry, etc, and has to be specially furnished and fitted up with shelves, racks, ice chests, etc, in a most elaborate manner.

The last car of the sort which his Excellency had was too light on or something, and, consequently, jumped about, spilled the soup, broke the crockery, scared the cook, and generally didn't suit. It was dismantled, and has been shunted up somewhere into the backblocks to do duty as a place of board and residence for a gang of railway navvies.

The Governor saw one he liked better in the South – something with a “bogie” to it – and he straightway wrote to the Railway Department and asked it to fit up one similar for his Hawkes Ba trip on the Monday morning. This was a large order, and could not be accomplished, but the Department being put thus to the test, set to work, and in eight hours or so had the whole thing fitted up and out on the road ready to be sent out after his Excellencyon the following day.

The car has been fitted up in the most comfortable, not to say luxurious manner, with beds, chairs and fittings. Consequently to get such a vehicle out of hand in such a short space of time reflects the greatest credit on those who were charged with the work.

10/10/1908 The function of the petone Workshops, these times, is to fit out the rolling stock to be used on the Main Trunk Railway.

The latest in railway construction is the sleeping car. Eight sleeping cars are in course of building at the Workshops. Like the present “birdcage” cars, these sleeping cars comprise several compartments arranged down the side of one long corridor. They are capable of being fitted out with 20 bunks, arranged as it ships' cabins. Four of the compartments have each four berths, and in each of the remaining two there is sleeping accommodation for two passengers. The upper bunk is formed by swinging out of the back of the seat. The cars are, therefore, intended to be used as ordinary first class accommodation during the day, and when night comes down the attendants have little to do to make them comfortable bedrooms. The curtain-rods and other fittings are to be electro-copper plated, and the furnishings are such as to ensure for passengers the greatest comfort and convenience. The intention is to dispense altogether with blankets, and to provide only sheets and rugs, which will be carried in lockers under the seats when not in use.

Four refreshment cars are also on the stocks at Petone. One of them is almost ready for the track, and will be put into running on the mail trains in the course of a few days. These dining cars can seat 24 persons at one time, and are fitted up in the usual way. Pintsch gas is the source of heating in the kitchen, where a modern range, besides tables, lockers and shelves, makes work easy for the chef.

Four new postal cars, intended for subsequent service on the Main Trunk line, are now doing duty on the mail trains to Napier and New Plymouth.

In the second class cars (eigth of which are ready for the metals) there are chair seats, comfortably cushioned in leather, and similar in almost every particular to the first class cars now in use. One new feature – a remarkably good one – is the back of the seat cannot be moved inless by authority of the guard. 195 Delivery, Construction, & Alteration of Cars (Continued)

With hardly an exception, every car to be used on the Trunk line will be 50 feet in length, whereas the usual length previously was 40 feet. There is to be corresponding increase in width from 7 feet 10 inches to 8 feet 11 inches, which adds noticeably to the roominess of the car.

Set down on this list of rolling stock to be built specially for the new line are the following:

Eight first class sleeping cars Four first class smoking cars Twelve second class day cars Four second class smoking cars Four refreshment cars Four bogie brake vans Two first class cars Two second class cars

It will also be necessary to build a new Governor's car and a new Ministerial car for the line.

As some of the fittings for the sleeping cars will not arrive in the Dominion until about the middle of nex month, it seems unlikely a “right through” service can be established before the new year.

15/5/1906 A new car has been ordered for Nelson. This will be put together there.

15/6/1909 A new car for the Governor is nearing completion at the Petone Workshops. The length of this car is 50 feet, the same as the new cars which have just been built for the Main Trunk line. It is separated into compartments, the chief being the saloon and the dining room, and there is a bedroom to accommodate two, a luggage room, and two lavatories. The car will be turned out of the Workshops in a few days and sent to Wellington all ready for furnishing.

A Ministerial car of the same design is also being built.

16/8/1910 Greymouth – Two new composite cars 47½ feet long have been turned out of the local workshops and added to the stock of the Westland Section. These cars are handsomely panelled in figured rimu and fitted with all the latest devices for comfort.

The first class portion is fitted with walk-over seats upholstered in leather, and the second class being cushioned in the Department's best style. Attention has been given to the ventilation and the windows are of a new design permitting the top portion being opened outwards without creating a draught.

The cars are also fitted with water filter and lavatories. Platform gates have been provided which will make the platform a railed enclosure. Two other cars (all second class) are in course of construction, and will be ready for the summer traffic.

4/7/1912 Christchurch – A number of new cars have been turned out of the Addington Workshops recently, and several are in use on the local section of the railway. A feature of a number of the new second class cars is that they have been fitted with chair seats made on the type of the old first class chairs. Passengers travelling second class on long-distance journies will appreciate the improvement.

The installation of steam heaters apparatus in cars is being pushed on with at the Addington Workshops, and within a week or two the express trains between Dunedin and Christchurch will 195 Delivery, Construction, & Alteration of Cars (Continued)

be able to dispense with footwarmers. The steam from the locomotive is run through a pipe the whole length of the train, the pressure being reduced to 30lb. There is a radiator in each compartment, and each radiator is fitted with a handle which enables the operator to regulate the temperature, the condition of which is indicated by a thermometer. The system has already been in operation on the North Island railways, and its introduction here during the winter is timely.

1/9/1932 Otahuhu Workshops – Included in the building for the Railway Department out of the Otahuhu Workshops are a number of new cars, both sleepers and ordinary.

The five sleeping cars are not expected to be completed until April, 1933, so there has not been much done on them as yet. A similar number of first class cars are, however, expected to be ready for the Christmas traffic, so that work on them is well under way. The outside frames have been finished on two of them, and external fittings are in hand. Easter of next year will see the completion of the five second class cars. Little has been done to them as yet.

21/8/1940 Train journeys, at the best of times, are mostly tedious, but in the new, comfortable cars added last week to the Taneatua express travellers may enjoy quite a restfull ride.

Inconvenience due to speed has never been a complaint but until last week there was much of dirt and discomfort. The new cars do away with all that sort of thing and the Bay of Plenty comes into its own.

Of similar type to those on the Main Trunk line, the seats are upholstered in fawn leather, with cushioned headrests and can be adjusted to a reclining position. On the seat in front, in addition to the ordinary footrest, there is a chromium rod in a comfortable position for the feet.

Air conditioning makes unnecessary the opening of the windows and these are fixed. Mottled rubber covers the floor and the furnishings are extremely neat, the whole reflecting great credit on the Department.

196 Postal Cars

11/10/1902 Travelling Post Offices on trains Nos 107 and 152. The Postal Department notify that from Monday next (13th instant) the railway Travelling Post Offices will be attached to the train leaving At ten minutes to seven am and reaching Frankton Junction at half past twelve pm, and the one leaving Frankton Junction at ten am and reaching Auckland at half past two pm.

The railway post office will receive and despatch mails along the line between Auckland and Frankton Junction.

197 Footwarmers

6/7/1882 The Government didi not consider it necessary to provide cars with footwarmers but will make enquiries.

6/2/1902 Wellington – An order has been sent home for an additional supply of footwarmers for cars, and to be delivered to the colony in two months. 198 Protection Against Contagious Diseases

24/2/1882 The railway carriages on the Waikato and Kaipara line were regularly fumigated by order of the railway authorities as a precautionary measure against the spread of scarlett fever.

23/7/1914 Railway carriages are regularly cleaned and scrubbed with disinfectants. Whenever a person with a contagious disease travels in any particular car, especial care is taken, and the car is not allowed to go into service again until it has been thoroughly disinfected in accordance with the requirements of the Public Health Department.

199 The Royal Train: 1920

23/4/1920 The renovation and furnishings of the Royal train in which the Prince of Wales and his retinue will travel over the North Island railways have been completed. The car in which the Prince of Wales will ride is the the same car that built for his father, the present King, on the occasion of his visit to this country nearly twenty years ago. The car has been used since then by Governors of the Dominion on the rare occasions when they have used the railways, so it is a comparatively a new car. With its new paint and furnishings it looks quite a new car. In the Prince's car there is a spaciou loung, a dining room in which six people can sit at table with plenty of space, a sleeping cabin or bedroom, and a lavatory with a shower-bath.

The appearance of size in the car is surprising to the visitor. In the lounge, for instance, there are four very comfortable large easy chairs, a long chesterfield, large easy chairs, on which one could recline in comfort, and a small table. The furniture is upholstered in tapestry, of a soft- toned blurred design now in favour. The cushions are embroidered with the familiar “Prince of Wales' feathers.”

The dining room is furnished substantially in black oak, with grey leather upholstery on the chairs. In the sleeping cabin has been put a very comfortable little bed, made of wood, enamelled white. A dressing table is likewise enamelled white. The ceilings of all the rooms in the car are of white stamped steel, and the walls are all panelled in beautifully-grained rimu. The car is electrically lighted, and in the lounge there is a gas stove.

For the Governor-General the Ministerial car has been reserved. The furniture is that which has been used in the Governor-General's car for some years, but it has been cleaned and renovated. For the accommodation of such Ministers as may be travelling with the Prince a Ministerial car has been equipped – by taking the seats from an ordinary day car and putting the Ministerial car furniture in place.

There is a dining car attached to the train, with rather more room between tables than in the old dining cars for passengers. The food will be prepared in a special car which has been fitted with gas stoves, water tanks, and pantry and storeroom accommodation. These fittings for the most part come from dining cars now not in use.

In addition there will be three sleeping cars and two day cars on the Royal train, as well as the van. All the cars have been revarnished, and generally smartened up with new floor coverings, new curtains, and paint.

200 Matuara Railway

30/4/1874 The Mataura line, forming the first section of the trunk railway intended to connect Invercargill and Dunedin, was commenced in September, 1872, and the first section of eleven and a quarter miles (to Woodlands) was opened for traffic in February of the current year. 200 Matuara Railway (Continued)

The carriages, of which there are two composite and one second class, with guard's vans, also containing compartments for passengers, are built on the American principle. This permits of the guard going from end to end of the train, through instead of outside the carriages.

201 Operation of Trains, etc

9/3/1874 Kaiapoi station can only accommodate about three cars.

29/5/1874 The Court said again the guards and other officials would be careful not to admit drunken men into railway carriages. Monday last a carriage was damaged on the Christchurch – Lyttelton line by a drunken man.

15/9/1874 Auckland – The right of advertising at stations and in railway carriages in this Colony, is to be let by tender, and tenders for the sole right of advertising on the lines constructed, or about to be constructed, are now being called for.

19/3/1875 Notice is given that five trains per day will be run on the Hutt line, instead of four as heretofore.

14/4/1875 System adopted on the Canterbury narrow gauge railways of locking the doors of cars.

1/5/1875 Oamaru – On Thursday next the Governor is to visit. He will be taken by a special train to the Breakwater. Yesterday trial trips were made on the harbor line with one of the Government's railway carriages, and it was found there would be no difficulty in running down as far as the shore end of the wharf.

8/5/1875 Oamaru – Visit of the Governor – Thursday was the first time passengers had been carried on a railway in Oamaru. Three cars and several wagons were used to convey people. The agent from Messrs Proudfoot, contractors for the Awamoko line, placed to use of one of his locomotives at the disposal of the Harbor Board for the purpose, a special train was organised up the north line, as far as the metals are laid – within three miles of the river.

1/6/1875 Christchurch – For the future on the narrow gauge line one door of all railway carriages would be locked.

21/6/1875 Timaru – Maximum speed of trains is twelve to sixteen miles an hour, it takes as long and costs as much to go to Christchurch as ever. The longitudinal seats lack comfort, the benches not being wide enough to admit of any easy posture, while the of the traveller gets no rest at all, and his head goes through a pane of glass if he happens to move it carelessly; the ceasleless rayttle of the windows renders conversation or sleep impossible. There is also the violent oscillating motion of the cars. Added to this is the constant drught of cold wind which assails the traveller from all directions, driving in the ill-fitting doors, whistling through the gaping floors, or when the guard comes through for the tickets.

The interior of the first class cars is shabby, the blinds, of the poorest imitation blue silk, are already in shreds and can neither be rolled up nor pulled down; the cushions are hard; the cocoa- matting harbor fleas, and possess neither warmth nor softness; the roofs are of cheapest oil cloth, bruised, soiled and torn, and resounding with deafening noise when the men pass over them to remove the lamps; the lamps scarcely give any light at all, and are practically useless.

The smoking cars are like the others, with the addition of the reek of stale tobaco, and the spittle on the floor. The second class give no pretention of comfort at all. 201 Operation of Trains, etc (Continued)

11/12/1875 Person charged in court with creating a disturbance in a second class car at Pipitea railway station.

12/1/1876 Christchurch – Complaints re cars being overheated in summer.

21/2/1876 Foxton – It is a gay and festive day here. The engine and two new carriages started at 1pm for Oroua bridge, half wat to Palmerston. This is the first time the iron horse has been able to go that distance. It is expected the whole line will open in May.

22/3/1876 Greymouth – There was an absence of gallantry on the ocassion of the Greymouth races and male persons forcing their way into the more comfortable railway carriages, to the exclusion of the ladies.

12/1/1877 Dunedin – Messrs Reid & Fenwick are the accepted tenderers for the right of advertising at the railway stations and in the railway carriages.

23/1/1877 Auckland – Already ballast wagons and cars have been taken through from Mercer to Ngaruawahia, and by the 1st of June it is anticipated the line will be in full working order to Ngaruawahia. The rolling stock is all ready for use when needed.

2/2/1877 Oamaru – Opening of the Christchurch and Oamaru Railway.

The opening of the railway yesterday between Christchurch and Oamaru was accomplised. It was anticipated that a number of persons would take the opportunity of the public holiday declared bu the Mayors of Timaru and Oamaru, for an outing, but probably neither the railway authorities nor the residents of the district imagined such a strain would have been put on the rolling stock as occurred.

At a little after 6am – although the train was not to start until 6.55 – intending passengers may have been seen wending their way station-wards, in order to catch, it may be presumed, the first glance of the ticket clerk, or to secure a favorable, or a fancied seat. A few minutes before the starting time, there could have been no less than from 500 to 600 on the platform, and in the seven “clean, swept, and garnished” crowded cars. It then became apparent the laggards had not the prescience of the early risers, as they had to provide themselves with standin room within and without the cars. The second train carried a further installment of one hundred and fifty excursionists. The arrival of the first train from Christchurch was celebrated by a salute of nine guns fired from the artillery kept in Oamaru.

The last down train for Timaru left punctually at 4.30pm, conveying a large number of passengers to their homes; but the engine broke down before arriving at the Waitaki Bridge, thus preventing the down train from leaving Waimate until 9pm, being three hours and more after its advertised time of leaving.

Owing to the breaking-down of the engine, there were no lights in the cars, or no other provisions for safety taken.

21/2/1877 Timaru – Cars are being damaged by trespassers recently, in one or more instances windows bein broken.

7/1/1878 New by-law – No person will be allowed to alight from or enter any railway carriage or vehicle at any station, except at the platform side thereof. 201 Operation of Trains, etc (Continued)

A special ran to Kaitoke in connection with the opening of that section of railway a few days ago.

23/3/1878 Dunedin – When do the railway authorities intend to put a stop to the absurd custom of locking passengers in railway carriages? It has been abandoned long since at Home, and it is believed, in the Australian Colonies.

On the Port Chalmers line, at the prsent time only one small first class car is set apart for smokers.

22/6/1878 Auckland – At present 'bus traffic was increasing. The 'buses were crowded, while the railway carriages were often empty.

31/8/1878 A special train arrived in Lawrence yesterday with one of the newly constructed cars. It mission was to test the new cars on the sharp curves on this line. The trial was very satisfactory.

20/6/1879 Dunedin – A requirement for the comfort of passengers is the substitution of either shorter cars or of bogie cars for the long six-wheeled cars originally imported by the Government – cars utterly unsuited to the sharp curves which characterise the Otago Railways.

28/2/1880 Dunedin – Mr Conyers has permitted the doors of cars to remain unlocked on one side.

16/7/1881 Wanganui – The new station on Taupo Quay – At the further end of the platform some three or four tanks for supplying water to the engines, have been erected, and pipes have been laid down for the conveyance of water for cleaning the cars.

6/1/1882 Auckland – Dirty condition of cars.

23/3/1882 Wellington - Several complaints have been preferred lately about the dirty state of the cars on the Wellington line.

27/6/1882 Wanganui – Yesterday a passenger fell of the platform of a car on the Wangaehu Hill, on the Wanganui to Foxton train. It is suggested the want of that causes the continuous of platforms by gentlemen travellers on the line.

Also a complaint about the first class cars being placed next to the engine, and the resulting objection of smoke.

11/8/1882 Parliament – Comments on the wretched state of cars in the North Island, one member stating he had seen an umbrella used inside one of them to keep the occupant dry.

4/10/1882 Urgent need of more cars on the Napier – Makatoku line.

5/10/1882 Napier – Last Tuesday there were ten or twelve persons on one platform of a car from which a man fell to his death, and a similar number on the opposite platform.

The Coroner briefly addressed the jury, calling their special attention to the fact the immediate cause of the accident was the practice allowed by the railway authorities of passengers standing or sitting on the platforms of cars, and of the insufficient accommodation for the conveyance of passengers on occasions such as that last Tuesday. It seemed to him there were always a number of cars lying idle at Napier railway station, and even on Tuesday last he did not believe they were all brought into use. 201 Operation of Trains, etc (Continued)

3/11/1882 Dirty state of some cars in use about Timaru.

14/11/1882 Invercargill – More cars are to be sent to this district.

3/4/1883 Spit – cars on train from Napier not stopped at platform.

1/8/1883 Christchurch – Recently at Rangiora only one car was placed in front of the platform. Some pipe smokers appropriated to themselves a non-smoking car, whilst some ladies who wanted admittance were compelled to go beyond the platform and climb up into a smoking car in the dark the best way they could. The gentlemen referred to filled the compartment with fumes of the weed, and the offenders only desisted when the services of the guard were brought into requisition.

12/9/1883 Hawera – Either the lamps or oil used in cars are deficient. On several recent occasions some of them have gone out leaving passengers in darkness.

25/10/1883 Hawera – The lights in the cars again proved defective last night, they going out and leaving the cars in darkness, before half the journey was completed.

20/11/1883 Palmerston – On Saturday night the express did not proceed past Palmerston because of flooding. As the hotels and other accommodation was full, some cars were used for sleeping in.

15/6/1885 The only means of identifying trains going north or south in the afternoon, are two small boards attached to one of the cars on each train. They bear respectively, the words “Kai Iwi” and “Manawatu”. It is five years since the train ran to Kai Iwi only on the north.

8/6/1886 Railway breached by heavy sea about one mile north of Ngaharaunga. A wave struck one of the first class cars of the 8.00am train from the Hutt and deposited a quantity of water inside the car through an open window.

4/1/1910 Christchurch – The second express from the south last night arrived about 20 minutes late, the delay having been caused by exceptionally heavy traffic. The train consisted close upon 20 cars.

26/8/1910 Several alterations to come into effect on 1st September have been made in connection with the running of the Wellington – Lower Hutt – Upper Hutt trains. The present 5.10pm train has been found to require so many cars to cope with the traffic as to make it unweidly. Accordingly, it has now been split into two, the first of which will leave Wellington (Saturdays excepted) at 5.4pm, stopping at all stations required, and arriving at Lower Hutt at 5.29pm. The other section will depart from Wellington at 5.12pm, reaching its destination at 5.37pm.

Among other alterations, the present 5.38pm Lower Hutt to Upper Hutt motor train (not Saturdays) will leave Lower Hutt at 4.43pm. The present 4.43pm motor train from Upper Hutt to Lower Hutt will leave five minutes later, and run on all week days. The present 7.20p, Upper Hutt to Te Aro train, and the 9.10pm Te Aro to Upper Hutt train will, in future, run to Wellington only.

1/8/1988 Passenger services between Palmerston North and Masterton ceased.

9/1991 Wellington – The number of cars on some suburban rail services has increased after a guard was bailed up by passengers angry at having to stand all the way from Upper Hutt to Wellington. The 7.38am service from Upper Hutt and some other trains had been reduced in length prompting passengers to tell a guard they would no longer put up with cost-cutting measures which made the trip unbearable. 201 Operation of Trains, etc (Continued)

Instead of cutting services it had been decided to reduce the number of cars but the overcrowding problem had been detected by inspectors and the trains would be increased. Taita passengers will be provided with a six-car English Electric set to reduce the crowding, as there were no spare Ganz Mavag sets.

8/1994 Two additional Capital Connection services between Palmerston North and Wellington commenced on 19 June. The new trains will give better utilisation of the Capital Connection cars, which formerly ran from Palmerston North to Wellington in the morning and returning in the evening.

The new runs see a mid-morning departure from Wellington and a return from Palmerston North so the cars are back at Wellington ready for the evening northbound service.

202 Car Lighting

13/10/1877 Christchurch – Some of the bottom glasses of the lamps which are fixed in the roofs of the cars are made in the colony. The locally made glasses come from Auckland and are quite as good as the imported article.

20/5/1879 Wellington – A trial of a gas making apparatus for lighting railway carriages, made in a car occupied by the Governor in going from the Hutt to Wellington on Saturday proved very successful.

24/5/1879 Mr Hall, of Wellington, has been endeavouring, by means of the gasoline machine, to supply railway carriages withgaslight. After several months' experimenting, Mr Hall has at last succeeded. The great difficulty to get over was that the sudden jerks and oscillation of the carriages extinguished the light. This has been remedied and Mr Hall is most sanguine of a successful result to his labours. Yesterdat afternoon the Governor went by special train to the Hutt, when advantage was taken of this occasion to light his carriage by gas.

The light was very brilliant, and anyone sitting in any part of the carriage (a saloon one) could read quite easily. The machine is placed in the luggage van, and the gas is connected to the carriage by means of indiarubber tubing. The lamps now in use can easily be adapted to burn the gas, so that beyond the outlay of the machine itself very little extra expense is necessary, and great savings will be the result to the railway.

Every assistance has been given to Mr Hall by the heads of the Railway Department. This is the first time gas has been made in the train and burnt in it. Of course, railway carriages have been lit with gas for a considerable time, but the fluid has always been portable and supplied by means of bellows.

15/8/1882 Christchurch – An improvement in the light furnished at present in the cars on the line between Lyttelton and Christchurch is much needed. It has been noticed on the arrival of the express from the south the lamps are taken out of the cars, which are then sent through to Lyttelton with perhaps one lamp instead of the three used on the way up from the south.

This was the case last Saturday evening, when a large number of passengers travelled through to Port to leave by the steamer for the North. In one long first class car there was one lamp left alight, the result being the car was in semi-darkness. The want of more light in the cars in the day trains while passing through the tunnel is also very noticeable, the cars often running with but one very indifferent light, which makes the darkness visible. 202 Car Lighting (Continued)

1/8/1883 Christchurch – Attention has been drawn to the miserable lights provided in cars. Travelling the other evening from Rangiora, on a miserable rainy night, the occupants of the car were obliged to sit almost in darkness, the flickering of an expiring lamp relieving the monotony.

6/6/1884 Christchurch – Lights in cars are very poor, it being very seldom the light is good enough to read an evening paper.

16/4/1889 The Manawatu Railway Coy proposes supplying their cars with electic lights. The Company's engineer is now in Sydney examining the New South Wales electric lighting system.

203 Painting of Cars

22/3/1875 Auckland – On 19 February, 1874, a contract to paint cars was entered into by Mr T G Blakey with Brogden & Sons. The cars were in good condition. They were allowed to remain in the open air till July, and then when much depreciated in repair, were given over to Mr Blakey. The specifications set forth that the best copal carriage varnish should be used. It appeared this was a mistake for best copal body vatnish.

When three of these cars were but partly finished they were taken possesion of by Brogdens without Mr Blakey's permission. This work was not approved and payment was refused.

These cars were ex ship.

20/4/1875 Wellington – Paint specially imported for railway carriages.

17/6/1881 The firm of Messrs H J Bacon & Coy are exhibiting some specimens of the Thames hematite paint, for which they are the agents in Otago. The paint is manufactured in Auckland from oxide of iron, and has in a large measure superceded the Nelson paint, which was formerly in extensive use. It is eminently suited for both wood and iron work, being anti-corrosive, and a large quantity is now in demand for ships, railway cars, wagons, fences, sheep marking, etc. The special advantages which it possesses over other similar productions are brightness of colour, being equal in this particular to the more expensive burnt sienna, and superiority in body, a much smaller quantity sufficing to cover a given surface. A complete absence of grittiness is also noticeable, produced by excluding all the heavier and grosser materials.

The iron ore used is also more oxidised than that used in the Nelson manufacture, which naturally makes acertain quantity go further and also ensures it drying more quickly. Messrs Bacon & Coy exhibit with the paint two small wooden panels as specimens of its effect. Two colours are shown, a rich brown and a very delicate oak shade. The darker is what is used for the exterior of railway cars, and the lighter for the interior. This colour is now used solely for railway purposes here. In the course of manufacture it is calcinated at a red heat, and besides being calcinated to stand any variety of climate, it is entirely non-poisonous, and has no smell.

30/11/1881 Nelson – By using hematite paint for cars the Department now can dispense with varnish, and thereby save nearly £4,000 a year.

204 Special Trains

28/10/1985 Fifty-six foot second class cars and an AL class car-van, hauled by DSC 2597, ran a special trip for the New Zealand Railway & Locomotive Society between Wanganui and Castle cliff. 204 Special Trains (Continued)

1/11/1986 A demonstration of Australian Airlines' up-market “in flight” service was conducted on an Australian promotional train, Club Billabong Flyer, which ran between Christchurch and Greymouth on 1 November, 1986. The Australian Airline staff were two men based in Christchurch. The special train, hauled by DJ 3418 and 3401, consisted of seven Southerner cars, one of which was a buffet car.

Throughout the journey seminars were held on Australian travel. On the following day the train returned to Christchurch. The Department's regional passenger manager from Christchurch gave an informative commentary over the puble address system which was installed for the occasion and stops were made at points of interest.

Most of the cars carried a name associated with Club Billabong, a New Zealand organisation which was instigated by Air New Zealand and Qantas to promote Australian travel to the New Zealand travel industry. The club receives support from the Australian Tourist Commission. A 3014 had “Air New Zealand” on its sides. The art work was done by pupils at Christchurch's Hillmorton High School.

5/1987 Globetrotter Tours (NZ) Ltd will run its Christchurch – Picton Connoisseurs' Express daily from October. A three month trial for the luxury rail service, featuring hostesses, piped music, and Kaikoura-crayfish lunches, had proved its viability the Auckland company said.

The three day a week run was popular with tourists and travellers seeking something more than the Railways Corporation was offering. The Picton service went into recess over the winter, with the last run on 12 April. Form 1 October it will become a daily service.

Some special charters to Picton and Greymouth are planned during the winter.

24/6/1988 Special train ran from Palmerston North to Hamilton for the opening of the North Island main Trunk electrification. Train consisted of AD 1403 and four of the new type of Northerner cars.

8/1991 Telecom took to the rails in May and June for a six-week long tour by a special exhibition train which visited twenty provincial cities and towns in both Islands. The tour was timed to coincide with Telecom's share float, and featured displays of telecommunications equipment past, present, and future.

The display in the historical car was made up of equipment from Telecom's past which has been professionally conserved as part of the country's heritage while exhibits in the “future” car include several from Telecom's display developed for the 1990 Sesquicentennial celebrations including an optical fibre telephone and instructive video games.

The train included two display cars, former 56 foot Main Trunk guard's vans used for a variety of travelling shows in the past including the 1986 Police Centenary train. Other vehicles were New Zealand Rail's business car, a UK container wagon, a UR flat-top wagon, and an FM guard's van. The flat-top wagons carried generators and a searchlight, and also a satellite receiving dish.

At the head of the train was DJ 3096, one of the DJ locomotives mothballed at Hutt Workshops. The locomotive was non-working but included in the consist to make it look like a “proper” train. The locomotive and dispay vehicles were all repainted in overall white livery featuring the Telecom logo.

The tour started at Whangarei on 20 May and visited Matamata, Tauranga, Rotorua, Te Kuiti, 204 Special Trains (Continued)

Taihape, New Plymouth, Wanganui, Palmerston North, Hastings, Gisborne, Dannevirke, and Masterton, reaching the last-named on 13 June.

In the South Island the train visited Blenheim on 16 June and then Kaikoura, Oamaru, Invercargill, Dunedin, Timaru, and Greymouth, ending there on 29 June.

After the tour, the business car, which had been largely gutted for this job, was to go to Hutt Workshops for renovation and upgrading, work which will include a new kitchen and a toilet, plus repainting in the standard livery.

2/1996 On Sunday, 19 November, no fewer than five trains carrying 2,400 people arrived at Featherston for the Toast Martinborough, an annual wine and food festival which is becoming increasingly popular. Martinborough is about 18km south-east of Featherston and lacks a rail connection, so Featherston became the transfer point where incoming rail passengers transferred to a fleet of buses.

Featherston normally sees four passenger trains each way Monday to Thursday plus an extra late service on Friday nights as well as two trains each way on Saturdays and Sundays. 19 November saw not only four specials coming and going but also the two regular return services.

The 19th saw two hours of intensive activity at Featherston, starting at 9.20am with the arrival of FO4, a Steam Incorporated charter from Wellington. This train of eight cars including a buffet car, which was worked by steam locomotive J 1234 as far as Upper Hutt, was charted by Toast Martinborough for various corporate organisations associated with the festival. Diesel locomotives hauled the train through the Rimutaka Tunnel to avoid smoke problems. After unloading, this train left for Masterton where it spent the day before returning.

Next up from Wellington was FO6, comprising six Ganz-Mavag electric multiple unit cars hauled by DX locomotives. After unloading at the platform, this train was berthed in the old Featherston stock sidings.

The next arrival was the Capital Connection train of five cars and a van. This train had come from Palmerston North via the northern Wairarapa line which is normally a goods-only route. This train too was berthed at Featherston for the day.

A re-scheduled and much longer train than usual was regular Masterton train No 1612, then arrived from Wellington, and shortly after continued on to Masterton, the train comprising seven red and seven blue cars.

Finally special train FO8 arrived from Wellington, comprising 16 vehicles – four red cars, four blue cars, a van, four panorama cars, a blue Tranz Metro car, another panorama car, and finally the business car. This train was then shunted into the loop to await its return run.

In the late afternoon, starting about 4.30pm, a similar series of manoeuvres saw each train to its destination.

205 Refurbishment of Trains

11/1987 The month sees the start-up of the new-look Christchurch – Greymouth passenger tarin officially named the Tranz Alpine Express. Intially the daily return service will consist of two cars, one of them a buffet / observation car, giving a total of 94 seats. 205 Refurbishment of Trains (Continued)

The train will be very much tourist-oriented, running as it does through some of the most spectacular and varied scenery in the country – from the Canterbury Plains through the rugged alpine foothills to the Otira Tunnel under the Southern Alps and then on through Westland rain forest to coast line Greymouth.

The Tranz Alpine will not be the fastest route to the West Coast. The Midland line has a number of lengths still laid in light rail, and with the advent of the new 16-tonne axle load CB class bogie coal hopper wagons on the route many kilometres of speed restrictions have been imposed on all trains. However, the lighter expresses will be permitted to take the 25km/h speed restrictions at 35km/h, and anyway the train is not intended to be rapid transport so much as a day out.

Sunday 27 September saw a special run made on the route, to test the proposed timetable and other arrangements. The special was timetabled to leave Christchurch at 7.33am and arrive at Greymouth at 12.42pm. The return run was timed for departure from Greymouth at 1.15pm with arrival back at Christchurch at 6.32pm.

The 27 September test run was made with DJ 3038 hauling three Southerner cars and an FM class guard's van. The number of speed restrictions was such that even the leisurely timetable drawn up had no slack in it if an on-time arrival was to be achieved. But as many of the restrictions were in areas of great scenic interest, and as the aim of the train is to offer travel for its own sake, the overall times should not affect the saleability of the service.

A feature of the train will be the new buffet arrangements. The buffet will occupy a small space at one end of one car, leaving room for 36 seats arranged in pairs facing each other across tables. The car windows will be double the normal size, this being achieved by removing window pillars to make one opening where before there were two. The windows will also be deeper.

The other car of the initial two-car set will retain normal window arrangements, but its 58 seats will also face tables. Windows of this car will be of the hopper type able to be opened for fresh air but the windows in the buffet / observation car will be fixed, and pressure ventilation will be provided.

The seats and tables will be on tracks for flexibility. The carpets will be blue, to tone in with the exterior, and seats will be fitted with silver-grey sheep skin covers. Tables will be dark red, and curtains pink. A public address system will be fitted for commentaries and information announcements, plus occasional music. Power for the train's services will come from a 5kVA generating set installed in the FM van.

Morning and afternoon teas would be served to passengers at their, using an airline-type serving trolly. Devonshire teas were planned for this service.

Apart from the set morning and afternoon servings to all passengers, the servery would be open at other times with a range of light foods available, including sandwhiches, cakes and savouries, plus a boxed lunch.

A new livery will be introduced with the new service. Cars will be painted in blue, with red and white stripes along the sides, and the livery will be used for all InterCity stock.

22/11/1987 The new style Tranz Alpine express into service between Christchurch and Grymouth.

3/1988 A new-style Northerner express, provided with catering facilities, new seats, and a video was 205 Refurbishment of Trains (Continued)

placed on the Wellington – Auckland overnoight run on 21 March. The cars, refurbished standard 56 foot cars, are painted in the new InterCity livery, first seen on the Christchurch – Greymouth Tranz Alpine service.

Each of the new Northerner trains will consist of a car fitted with a servery area, two or three sitting cars, and an FM class guard's van painted in matching livery, plus the usual covered goods wagons for roadside traffic.

The catering cars, classified AC, and one of which will be on each of the two trains, are former Southerner cars with hostess compartments. The compartments are now used for catering, and from here will be served “coffee bar” style snacks in the evenings – food such as toasted sandwhiches, cakes, or tea. In the mornings, light breakfasts will be available – cereal and fruit, tea and toast.

The trains will each be staffed initially by two guards or train managers, plus a steward or hostess. Passengers will order refreshments at the servery and their orders will be brought to them in their seats.

The AC cars are also fitted with videos, so passengers booked into these cars will be able to watch movies during the evening.

All cars have been fitted with new seats, fitted four across as in the Silver Fern railcars. The seats are reclining and each has a small fold-down table. Seats and carpets are in shades of blue and car walls are a light biscuit colour.

There is a public address system fitted in each car and power for this and other services such as cooking, is produced by a small petrol-engined generating set mounted on the end platform of the guard's van. The steam heating vans formerly used will no longer be necessary.

The seats in the new Northerner cannot be turned, so it will be necessary to turn the train at both Auckland and Wellington. At Auckland this will be done by bringing it into the city via Newmarket and taking it out via the waterfront, while at Wellington cars will be turned individually on the turntable. Thus passengers will always be facing the locomotive, and in the AC car, they will also face the video, which is mounted in the end wall of the severy. The seats are mounted on tracks so they can be removed for repairs or for adjustment in seating pitch.

5/1988 Skiing enthusiasts tired of joining the long trail of cars wending their way between Auckland and Ruapehu on wintry Friday nights will soon be able to make the trip on a “snow train”.

The train, made up of renovated former Northerner cars, has been leased from the Railways Corporation by the director of Ruapehu's Fletcher Ski Lodge, Mr Don Fletcher. Mr Fletcher decided to organise the snow train to encourage more skiers to go to the Ruapehu fields and to raise the profile of the area.

The service will get underway on Queen's Birthday weekend to coincide with the opening of the skiing season. It will leave Auckland each Friday night at 6pm arriving at National Park around 11pm. It will return on Sunday evening.

The regular rail services from Auckland were never at the right times for skiers so most people took their cars to the skifields. The snow train, which will provide meals and have a liquor licence, was designed to enable people to catch the train straight after work and relax while they travelled. 205 Refurbishment of Trains (Continued)

As the South Island skifields became more and more popular, it was increasingly important to do everything possible to attract skiers to North island fields.

29/6/1988 The refurbished Southerner at Christchurch station for an up-market presentation to news media and business guests. The Southerner is externally similar to the new Northerner, but the interior features the facing sheep-skin covered seats and central tables introduced on the Christchurch to Greymouth Tranz Alpine express. Because the Southerner route is not considered as scenic and as obviuosly as tourist-oriented as the Midland and North lines, the Southerner has not been equipped with the wide windows now provided on all cars on the Tranz Alpine. Previously only the buffet was so equipped.

The Southerner, geared more to local traffic, enjoys the same standard of interior furnishing, with soft pink, grey, and blue-grey shades predominating. It is hoped more funding can be obtained to complete minor touches. For instance, while the passenger compartments cannot be faulted, no money has been spent on the toilets and vestibules and unfortunately on some cars this is obvious.

At the launching, the train was run to Lyttelton and back. From comments, it was obvious guests were impressed with the train, and with the new Tranz Alpine which was open for inspection on the Southerner's return from Lyttelton.

The Southerner left next morning on a show-the-flag tour to Invercargill, and the Tranz Alpine is going on a special run to Westport on Midwinter's Day. The Tranz Alpine is fully booked.

4/7/1988 Southerner being hauled by two DJ locomotives, one of which is DJ 3424.

9/1988 The up-grading of the South Island's three long-distance express trains will draw to a conclusion about the middle of this month with the entry into service of the refurbished Christchurch – Picton express.

The train will be named, and although a final decision had not been reached at time of writing, it is likely to be known as the Pacific Coast Express or Coastal Pacific. Like the highly successful Tranz Alpine express on the Christchurch to Greymouth service, the new train will feature “large window” cars, seats in facing pairs with tables in between, and an on-board refreshment service.

The Tranz Alpine entered service late last year, and on 4 July this year the refurbished Southerner commenced with similar seating abd catering arrangements.

25/9/1988 The inaugural run of the refurbished Coastal Pacific express, hauled by DF 6093.

11/1988 The up-grading of the South Island rail passenger network was completed on 25 September with the entry into service of the Coastal Pacific express. Almost identical to the highly successful Tranz Alpine, the new train replaces the old Christchurch- Picton service.

The Coastal Pacific cars have the same large windows as the Tranz Alpine, and the seating is arranged the same way – in facing pairs with tables between. Floors are carpeted and seats are sheep skin covered. One of the cars has a small buffet area, from which can be purchased Devonshire Teas morning and afternoon, and three varities of boxed lunch. In addition, a range of pies and cakes are available, plus tea or coffee and a selection of beer, wine, and spirits.

The cars, painted in the new InterCity livery to match the other refurbished rolling stock, all ride 205 Refurbishment of Trains (Continued)

on modern Korean-built bogies, and these, together with the sealed windows, ensure a smooth and quiet ride. The cars are fitted with a public address system for announcements and commentary as well as background music.

The success of the Tranz Alpine on the Christchurch – Greymouth route shows the travelling public, both New Zealanders and overseas tourists alike, will patronise rail as long as the service and comfort is of the standard demanded.

The Tranz Alpine has certainly been a success, loading improved by fity per cent since that train started last November. The refurbished Southerner on the Christchurch – Invercargill run, using cars and on-train services of the same standard as the other two trains, although without big windows, has also attracted more custom, loadings are up twenty percent July.

As was done with the Tranz Alpine, the Department is promoting excursions to help fill the new Coastal Pacific. Day trips from Christchurch to Kaikoura are being actively promoted by Railways in association with Kaikoura tour operators and another possibility is the promotion of long weekends in Kaikoura for Wellington people. Marlborough interests are also keen on using the train to bring visitors to their attractions, especially the Marlborough Wine Trail tours.

6/1991 The new Palmerston North – Wellington commuter train was officially launched on 24 April, although the service had started on 15 April. The launch took the form of a breakfast hosted by the Managing Director in the business car attached to the rear of the morning train.

The train, unofficially called the Capital Connection, has been attracting good loads since it started. On most days the 140 seats on the three car train have all been filled leaving Paraparaumu. As the train includes a former Northerner car with a severy, passengers can be served with tea and coffe on both morning and evening runs and beer, spirits, and soft drinks northbound in the evening. If there proves to be sufficient demand, the catering service will be expanded to include a breakfast.

The crew on the train is but two – a driver and a train manager who mans the severey as well as looking after tickets.

5/1992 InterCity cars are to have the stripes on their sides changed from white / red /white to white ' yellow / white.

5/1993 Railways have embarked on a $1.4 million programme to refurbish cars used on the Wairarapa line. The first of the 14 cars was now at Palmerston North being refurbished by private contractors. The car is to be completely gutted and will be fitted with new seats, carpets, and interior. Near the centre of the car a table will be built with facing seats.

Once the interior has been completed the car will be forwarded to Hutt Workshops where it will be repainted. The refurbishment of the car will cost at least $100,000. The remaining 13 cars will be done progressively once the first car is back in service.

Existing heating systems in the cars will remain but will be made to be more reliable following complaints from passengers that the cars are not properly heated during winter.

8/1993 The Wellington – Masterton suburban rail service has been named the Wairarapa Connection, and the first of a fleet of refurbished cars will bring the service up to international standard.

The first two refurbished cars, one with a guard's / luggage compartment, went into service at 205 Refurbishment of Trains (Continued)

the beginning of June and they will shortly be joined by a buffet car, to complete the first of the two train-sets required to operate the service.

The two cars refurbished so far are fitted with fixed seats arranged to face inwards from each end. Where the two sets of seats meet, tables are fitted. The floors are carpeted, and there are curtains at the windows. Shore power” electric fan heaters have been fitted so the cars can be heated overnight in winter without having to use the Webasto kerosene-fired heaters which are used only when the train is moving. This ensures the bateries are fully charged, improving the reliability of the Webasto system.

Much work on the first two cars was carried out by the now defunct Coachwork International bus body building form at Palmerston North, which did the work at the Palmerston North locomotive depot. Final detailing and trim work was carried at the Wellington car depot.

The new buffet car is being refurbished at Hutt Workshops. The car will have a small counter and kitchen area at one end with about three-quarters of the spce taken up by 46 seats arranged to face tables, a similar arrangement to that used on long distance trains. The buffet will serve soft drinks, beer, wines and spirits, coffee and tea, and light snacks.

A new livery has been applied to these refurbished cars, replacing the red livery until now used on the Wairarapa cars, blue with a white and green stripe as used on long-distance trains. Interior colour schems also match the long-distance cars, with grey and red moquette patterned upholstery, grey carpets, and pink curtains.

Two more cars are to be refurbished in the July – June 1993-94 financial year and the aim is to convert the whole 14-car fleet to the new standard over the next few years. Currently it is intended to have only one buffet car on the service in the meantime, but that buffet car set will also be used on the Sunday services as well as during the week, giving it a high level of use.

11/1993 The Auckland Naval Doockyard has won a contract worth more than $700,000 to rebuild and refurbish four cars. In June the dockyard won a $200,000 contract to refurbish twenty former Westrail cars, with another contract to refurbish a further eighteen Westrail cars and another to up-grade two suburban cars for the charter fleet.

3/1994 Two more refurbished cars were added to the Wellington – Masterton service late last year.

6/1994 The fifth refurbished car has been placed into service on the Wellington – Masterton service. The sixth car is being worked on. The work includes repainting the cars blue, fitting new seats, tables, carpets, and interior trim.

8/1995 The seventh refurbished car for the Masterton service was completed in June, and the eighth is due to be finished next month.

206 Sale of Kingston Flyer

5/2002 The Kingston Flyer train sold by Tranz Rail to Investment South, an equity investment comoany run by the Community Trust, Southland.

3/2005 The Kingston Flyer sold to Auckland based property developer Investors Forum. 207 Car Seats

4/7/1894 The Railway Commissioners could not see their way to cushion second class cars.

27/7/1898 The Department could not yet entertain a suggestion to put padding and cushions in second class cars.

7/5/1903 Dunedin – Government railway cars are shortly to be fitted with an ingenious contrivance which will enable an occupant to shift the back of his seat by automatic action instead of by the somewhat cumbrous reversal process now in vogue.

7/1989 Sheepskin seat covers fitted to Endeavour cars.

208 Delivery, Construction, & Alteration of Cars (Continues from Note 195)

30/4/1885 Napier – Owing to alterations being made to cars, the number of first class cars is a little short, but the discomfort, if any, will only be temporary.

22/5/1885 Auckland – The ss Omapere was to have left for Southern ports yesterday afternoon, but was delayed till 1pm today to take on board several cars for Napier.

18/4/1887 Lyttelton – The Government steamer Hinemoa, which left for Manukau on Saturday evening, took three large cars, which are intended to do service on the Manukau – Auckland line.

1/6/1887 The Government workshops have been using mangiao timber for the manufacture of cars.

4/8/1887 Sixty-seven cars have been manufactured in the Colony.

22/10/1887 For some time a considerable amount of renewal work has been effected at the Addington Workshops to rolling stock, and in view of the approaching busy season on the lines when the agricultural shows, races, cricket matches, excursions, and other festive occasions are expected, new and improved passenger cars are being turned out. Some of these cars are superior to anything of a similar kind which has ever been imported, both in the neatness of their get-up and the comfort which they offer and the substantila character of the manufacture. The first class cars are in themselves a marvel of workmanship and style, the finish also being of the highest order. The new smoking cars combine luxury with convenience. The new cars include the greatest extent of space for passengers, a wider and more comfortable seat, and a more convenient width between the seats. The lighting is also improved by doing away with the oil lamps and placing in the cars kerosene lamps with brillant reflectors, so persons using the line will in future on dull evenings be able to read with comfort.

28/11/1887 Some of the old cars on the Wellington – Petone line, which were formerly so notorious for the discomfort inflicted on passengers by their faults in their springs that the waery traveller acquainted with their peculiarities made a point of avoiding them, have lately been cured of their most objectionable features by the use of indiarubber chocks in their underframes.

18/5/1889 Ten packages of car material forwarded from Lyttelton to Picton per Penguin.

23/8/1890 Wellington – The steamer Hinemoa, which arrived from Lyttelton this morning, brought three more meat vans, which are to be used in connection with the Longburn Freezing Works. The Hinemoa is expected to leave for Onehunga tonight to bring down four new cars. 208 Delivery, Construction, & Alteration of Cars (Continued)

18/9/1890 Auckland – Four cars for the line between Wellington and Napier have been constructed at the Newmarket Workshops, and are to be sent to Wellington tomorrow by the Hinemoa.

8/11/1890 Wellington – The Government steamer Hinemoa leaves for Onehunga tonight, to take on board two first class cars and twenty goods wagons.

8/11/1890 Nelson – A fine, new, composite car, which in reality consists of four cars in one, has recently been constructed at the railway workshops, Nelson, and will be used on Monday next for ordinary traffic. It was tested yesterday afternoon, when it was run out to Stoke and back, and its immense superperiority over any of the Nelson cars hitherto used in Nelson was thoroughly demonstrated.

13/11/1890 The Hinemoa, which left the Manukau for Wellington this morning, is bringing from Auckland two large special cars, to be used in the through traffic between Wellington and Napier when the Manawatu Gorge section of the railway is opened.

24/11/1890 There are now at Wellington some splendid specimens of railway cars, and two of them will be brought into use upon the Napier line as soon it is open for traffic through the Manawatu Gorge. Each car, in addition to providing luxurious seating accommodation, has a compartment for lounging, one for smoking, a lavatory, and other conveniences. There is also a verandah running along one side of each car for half its length, guarded by strong wire netting waist high.

27/10/1892 Two new cars have been constructed at the Newmarket Workshops for the Napier – Taranaki Section.

2/6/1893 Lyttelton – The Government steamer Hinemoa arrived yesterday from Oamaru, and took on board two cars for Wellington, and an engine and other gear. The cars were stowed on the deck.

26/8/1893 Concerning the manufacture of saloon cars, owing to the Customs duty, it was cheaper to build these cars in the Colony than to import them.

3/11/1893 Two new saloon cars are being built at the Newmarket Workshops for the tourist traffic to Rotorua.

12/1893 The steamer Hinemoa landed two cars at Westport, after leaving Wellington on Boxing Day.

13/7/1898 It had not hitherto been found possible to introduce into service new cars between Wanganui and New Plymouth. However, it is hoped to have improved cars running on that line by September next.

2/11/1899 The second class cars now being constructed are splendidly fitted inside, and are provided with comfortable cushions. The first class car is now running on an Otago line, and they are to be brought into general use.

29/5/1900 Improved cars for long journeys are in hand, and it is hoped shortly to equip expresses and mail trains with cars having more modern conveniences, and care will be taken not to overlook the second class passengers.

Second as well as first class cars are to be provided with lavatory accommodation on all trains outside the suburban areas.

22/8/1901 Those who travel in second class cars will be interested in some information given by the Minister of Railways in the House yesterday afternoon. Second class cars were being fitted with 208 Delivery, Construction, & Alteration of Cars (Continued)

cushions as far as circumstances would permit. The number of cars so fitted totalled 237, and they were being utilised as far as practical on the provincial trains throughout the colony. It was, of course, impossible to take them off trains all at once and fit them up in that way, but he hoped they would soon be completed. Lavatory accommodation would not be fitted on every car. That was not on the railways in any part of the world, but it was intended that sufficient lavatory accommodation should be provided on all long-distance trains, together with a proper system of communication between all the cars, so passengers could go from one to another if they so desired.

The construction of a dining car for the Dunedin – Invercargill express had been suspended to enable more pressing work to be carried out, but he thought the time was coming when such a car would have to be provided.

4/12/1901 The Minister for Railways says for the future all cars required will be built in the colony.

15/8/1902 Some of the new first class cars with reclining seats were sent for a trial run on the north line on Friday. The cars ran smoothly, and the new seats are exceedingly comfortable, and will be a great boon to long-distance travellers, especially invalids going to Hanmer Baths. The backs of the seats are high, comfortably padded with a head-rest, and can be readily placed at any angle. There is also a rest for the feet.

30/9/1904 On Wednesday a number of members of Parliament, together with Sir J G Ward, inspected the cars which are to be standard types for the colony. There are four types: the long-distance first and second class, and the suburban first and second class. With the exception of the long- distance second class cars, all are of the chair type.

The suburban second class car is fitted two rows of fixed double chairs, back-to-back, and each car holds 72 passengers, while the first class car of the same type is very similar, with the exception there is more cushioning. Upon being inspected, it was noted the passenger will certainly have to sit rather stiffly.

The standard long-distance first class car is a very comfortable one, containing single chairs, and double divided swivel chairs, heavily cushioned, seating 64 passengers each. The long-distance second class car seats 54 passengers, and is of the old corridor type, with cushioned seats. A feature of the cars is the wider and better graded rack, while the long-distance first class cars have windows which open at the top, thus securing ventilation without draught. Ten of the new long-distance first class cars will carry 640 passengers, the length being 500 feet, and to carry this number 18 of the ordinary 47½ foot first class chair cars, of a total length of 900 feet, are necessary. A similar saving in is made in length is made in the other cars, the result of which will be that shorter station platforms will satisfy all requirements. No sleeping cars have yet been put in hand, but the Department has got designs therefore.

[The writer of the above appears to have got the long-distance cars mistaken with the suburban cars.]

209 Operation of Trains, etc (Continued from Note 201)

26/5/1885 Wellington - A number of volunteers, returning from their review yesterday, discharged blank ammunition from their rifles from car windows. In some instances they were observed to aim at ladies and gentlemen on horseback on the Hutt Road. 209 Operation of Trains, etc (Continued)

At the last review at the Hutt a couple of years ago, precisely the same sort of things occurred.

15/10/1885 Car set apart for the use of ladies, between Hastings and Napier.

25/3/1887 Yesterday afternoon the train left Woodville twenty minutes late, through a delay caused by extra cars having to be put on, when the train was ready to start, to accommodate the passengers.

2/12/1887 The experiment of providing a car for ladies only in trains had been tried, but it was not successful.

12/9/1890 Lyttelton Port strike – More free labourers were brought to Port againn yesterday than were required. They were kept in and about the railway cars and guarded by the police.

20/11/1890 Cars are granted in which to convey free labourers from Christchurch to Lyttelton, and the cars are left during the day for the use of the free labourers, who are not engaged.

2/4/1891 The through traffic is greatly benefiting Dannevirke and night after night all the hotels are full. The other evening several people had to sleep in railway cars.

22/1/1894 Complaints have been made to the police for some time past of some persons throwing down stones on to the roofs of cars of trains passing through the Domain tunnel at Parnell.

15/12/1894 Scores of people used the railway cars at Rotorua on Saturday and Sunday nights to sleep in.

15/4/1896 Bogie cars are to be placed on the Fairlie Branch trains.

Bogie cars are already in use at Oamaru, Waimate, Tapanui, and Ashburton.

24/4/1896 Dunedin – A practice fraught with much danger, which is becoming too prevalent of late, is that of throwing empty bottles and other objects from cars along the line. The other day, on the North line, a surfaceman was rather severely injured by being struck with a misslie from a railway car, and near Palmerston recently, as a young lady and gentlleman were drivin along the road adjacent to the line, an empty bottle, thrown with considerable force, just missed the gentlleman's head.

24/6/1896 On Monday the guards of the Government railways, in obedience to a recent order from the Head Office, began to announce in the cars someminutes before the arrival of trains at stations where refreshments were procurable the times the trains would stop at such stations. By this means the passengers will be able to decide whether they will have time for a counter lunch or a meal.

16/1/1897 Attempted burglary at Ashburton refreshment rooms. Would-be burglar was found in one of the cars standing near the platform.

11/3/1898 Some 600 school children from Wairarapa had an unpleasant experience last night. The got as far as Kaitoke on the return journey, and there the engine of the inward Napier train jumped the points and got astride of the main line. It took all night to remove it, and the children and their friends had to sleep in the cars, and did not get home till 5 o'clock this morning. The railway authorities sent up supplies of food. The Napier passengers were brought into town last night by an engine and cars taken from the excursion train.

20/4/1898 The first class smoking car on this morning's train from Upper Hutt was in a disgustingly filthy 209 Operation of Trains, etc (Continued)

state. Want of a mat, seats were very dirty, and the floor was adorned with a collection of stains and filth.

8/7/1898 Numerous complaints are made of the crowded state of cars on the express trains between Christchurch and Dunedin, and the want of providing additional accommodation.

17/11/1898 Southland has been suffering for years in the way of the poorest accommodation afforded to railway travellers, and the lighting of the cars has been one of the commonest of the many complaints. On Saturday, unless one secures a seat nearly half an hour before starting time from Invercargill it is almost impossible to get one until some of the short distance passengers get out at their sidings. The second class smoking accommodation is totally inadequate, and now the excursion season has started it will be taxed beyond its utmost limit.

8/7/1899 Two members of the House have spoken out on the increase of comfort in second class cars. As it is now, the second class cars are a disgrace to the railway administration, and while the revenue derived from their occupants mounts up to over five-sixths of the total income derived from passenger traffic, yet no corresponding conveniences are allowed to them. Hard, awkward, and inconvenient, the second class car is an instrument of torture which, coupled with the long weary train journeys, is most unpleasant. There is no doubt the second class accommodation should be largely improved, and greater comfort granted to those compelled to use it.

10/5/1900 The cars on the Fairlie line are a disgrace, especially the second class. There have been may occurances of no lights in them.

19/7/1900 Want of a better class of car to be attached to the Orari – Timaru train at an early date.

24/8/1900 There are now in use 577 cars.

4/12/1900 The Railway authorities in Wellington have established a picnic ground at Upper Hutt, part of the twelve acres secured bing covered with native bush. It is announced excursion trains are to be run to this spot, and the grounds are to be popularised so the outlay will soon be recouped.

24/12/1900 Invercargill – The old cars which for many years have been running on the Western line, have at last been replaced by up-to-date cars, greatly to the comfort of passengers.

18/4/1901 Nelson Races – The complaints, which are so often heard as to the inadequacy of the railway cars provided once more found expression. No doubt the local management do all that is possible under the circumstances; but it is high time a few additional cars – especially first class compartments – were added to the rolling stock. Several passengers, who took out first class tickets, had to content themselves with seats in second class cars, and the return journey from Rcihmond by the principle train, which left at 5.30pm, had to be made in the darkness, the cars not being lighted.

26/6/1901 In consequence of the great number of cars sent to Dunedin, the rolling stock at Christchurch was greatly overtaxed.

5/12/1901 Christchurch – The Port line should be provided with some of the up-to-date cars instead of some of the antiquated vehicles which now did duty.

6/2/1902 The Railway Department is well pleased with the results of the experiment of running daily trains between Wellington and New Plymouth, and has decided to continue the service permanently. 209 Operation of Trains, etc (Continued)

6/2/1902 Woodville – On Monday the Railway Department will try the experiment of running a train from here to Napier and back on the same day. Woodville people have been agitating for this concession for years.

8/2/1902 A Greytown resident stopped the mail train from Wellington the other day by falling off a previous one, coiling himself up between the metals, and going to sleep.

21/3/1902 Auckland – The evidence proved that a number of volunteers had been quilty of disorderly conduct. During the camp at Te Papapa it was the invariable practice of the volunteer to take possession of the train, smoking in non-smoking cars, and conducting themselves in a manner that was a disgrace to the Railway Department.

16/5/1902 Auckland – Passengers on the suburban trains complain of the insufficient accommodation. They state that in the present wet mornings numbers of those coming into town for the day's work have to stand on the platforms, and they urge the immediate increasing of the number of cars on the suburban lines.

16/7/1902 There is a bogie car running on the Kaiapoi – Bennett's line, and it is in good order. The second class compartment had not yet been fitted with cushions, but when that was done there would be nothing to complain of.

9/1/1903 At Invercargill during the holidays 65,000 persons were carried in 70 cars, 7 bogie wagons, and 233 four-wheel wagons. Auckland, Wellington, and Christchurch had practically one car for each wagon in use, Wanganui had half a car for each wagon, Dunedin two-thirds, and Invercargill had 3½ four-wheel wagons to each car.

19/1/1903 Disorderly conduct by passengers was frequent on the Southland lines.

21/2/1903 Lincoln – dirty state of cars.

24/3/1904 Dirty state of cars on the 7.15am Blenheim – Picton train. A first class smoking car had cigarette stumps on the floor, the spittoons were more than half full of mud, and a heavy coating of dirt on the cushions, etc.

8/2/1905 West Harbour Borough Council complaining of the dirty state of the second class cars on the Dunedin – Port Chalmers line, some of which were alleged to be so old as to be unfit for use.

13/3/1909 Some days ago the 10.25am train to Palmerston North (previously left at 9.35am) had three former Manawatu Railway second class cars attached, these being the only second class cars with cushions on the train. The remainder of the second class cars had wooden seats. Only one car with lavatory provided. The former Manawatu Railway cars were left at Plimmerton for a picnic party. Train arrived at Palmerston North eighty minutes late.

210 Special Trains (Continued from Note 204)

5/3/1890 On Monday evening three engines took twenty-two cars south well filled with passengers; and last evening there were sixteen cars drawn by two engines. These trains ran to take passengers from places north of Oamaru to the Friendly Societies' demonstration to be held in Dunedin.

10/3/1891 Yesterday witnessed the running of the first passenger trains through the Manawatu Gorge, thus connecting the railway system of the southern portion of the North Island, although not 210 Special Trains (Continued)

completing it. The great event of opening this main trunk line was celebrated by cheap excursion trips from each end, on the model of those arranged for a cattle show or races. The Manawatu Coy was desirous of a very different sort of celebration, and offered to co-operate with the Commissioners, but the latter would go to no expense. The Comoany then arranged a fast express from town to Longburn and lent their rolling stock to the Commissioners to carry the excursionists through the Gorge to Woodville. The Commissioners on the other side ran a train from Napier, through the Gorge, to Palmerston North. A fairly punctual start was made from town, eleven of the Company's cars and a dining car affording comfortable accommodation for a large number of ladies and gentllemen.

17/3/1891 Special train from Timaru for the Waimate races.

11/5/1891 An excursion train which left Dunedin on Saturday morning for Middlemarch was largely patronised, abot 250 persons taking advantage of the cheap fare, issued for the day to take a run up the Otago Central railway.

22/4/1893 For the special train at Kawakawa on Easter Monday, about 350 passengers turned up, and as the cars had accommodation for about 50, the other 300 had to be stowed away in goods wagons.

11/5/1893 It has been definitely arranged to run the Midland Railway Coy's cars through to Hokitika on the opening day (May 24th) of the Greymouth – Hokitika line.

19/3/1895 School excursion from Dunedin to Warrington, the train having 22 cars.

15/3/1897 New Plymouth – There was great bustle and activity at the railway station about 7 o'clock this (Monday) morning, on the occasion of the excursion of the town school children to Patea. The children were all got on board safely, and the train left at the advertised time.

9/3/1898 The employees of the Canterbury Frozen Meat Coy, with their friends, held the annual picnic at Little River yesterday. The party filled thirty-one cars, and a special ytain left Belfast in the morning, the party returning to town about 8 o'clock.

18/3/1898 Two special trains ran from Auckland to Ngaruawahia for the Regatta, with about 2,000 people. The weather, however, turned out to be very bad, rain falling heavily, and the excursionists had to keep in the cars.

23/1/1899 A & T Burt's annual picnic took place on Saturday, with ten cars being required for the conveyance of 700 persond to Evansdale.

10/12/1900 Whilst at Waimate, the cars specially set apart for the Governor's use were sidetracked close to Waimate station.

17/4/1901 On Easter Monday, near Christchurch, the cars were quite insufficient for the traffic. It was a wet evening, and some passengers, having high priced bicycles, were packed, rai sodden, in open wagons, while those who had the luck to get into covered wagons had no lights. In this state they were two hours doing twenty miles.

30/10/1975 The Northerner cars ran on a special promotional train Auckland to Hamilton and return. Hauled by DX 2612.

11/12/1989 Inaugaral run of Bay Express service, hauled by DX 5172. 210 Special Trains (Continued)

7/10/2001 Bay Expressi service ceased.

10/2/2002 Southerner service ceased.

12/11/2004 Northerner service ceased. This was announced on 29 October, 2004.

Train from Wellington consisted of DCP 4663, AG 147, A 2100, AO 123, ASO 108, AO 83.

Train from Auckland consisted of DCP 4790, AG 222, AO 117, ASO 136, AO 48, AO 209.

12/2004 Colours used on the Northerner cars:

10/1975 Body BSS 2660 0-003, with a 305mm band BSS 2660 3-038 flanked by 44mm BSS 2660 4-054 lines 200mm up from the sill. The Northerner logotype comprised white Univers 65 letters, and the roof BSS 2660 4-046.

3/1988 Body colour BSS 381C 109 with a 220mm white band 1,250mm above rail level. A 100mm red line ran through the white band.

c.1991 Band changed to PMS 129.

1993 Band changed to PMS 368. Roof BSS 5252 10-A-11.

By 2002 Southern Blue with a 4,550mm by 350mm Tranz Scenic logo.

211 Car Lighting (Continues from Note 202)

19/7/1889 Wellington – The American cars on the Wellington Section were as well lighted as any cars in the world. Some other cars, however, were poorly lighted and twelve new Schoushieff lamps were being imported and would be tried on the Wellington Section, and if found more suitable than the present lights would be brought into general use.

30/5/1893 Christchurch – The Railway Department has recently done a little to improve the lighting of the cars on the north line by placing large white enamelled shades on the lamps. The general lighting system would bear an overhaul, as some of the cars are so badly lighted it is not possible to read either a book or a magazine printed in large type, much less the evening paper.

7/8/1895 The Government are to abolish the present system of lighting cars, and are obtaining from England an apparatus for manufacturing compressed gas on the Pintsch system, which has proved so successful on leading English lines. The new system is to be tried first on the Hurunui – Bluff Section. Cost will be ¼d per light per hour, as against ¾d for the present very inferior system.

20/6/1896 The new system of lighting cars with compressed gas will be brought into use on the Southern lines in about a fortnight. Twenty-five cars are to be fitted up with the new apparatus.

8/7/1896 An experiment was made on the express train to and from Christchurch on Tuesday of lighting two of the cars with gas. The compressed gas used is kept in special chambers under a car, and is conveyed by a tube outside the cars to the burners. The trial was made under the supervision of an expert sent to the colony by the Pintsch's Patent Lighting Coy. The experiment was 211 Car Lighting (Continued)

regarded as satisfactory. In a few days the cars on both the North and South lines will be fitted up with new light.

8/7/1896 The cars will shortly be fitted up with a better and cheaper system of lighting than at present exists. The new element is compressed gas, and at the rear of the Dunedin station works have recently been built for the accommodation of the plant necessary for the manufacture of the required article. Compressed gas is now used largely in England for railway lighting, and one of the largest railway companies has thrown over electricity in its favour, one of its advantages being tha a train may be broken up without detaching any of the apparatus, each car being fitted with its own gas chambers. Two of these chambers, which are circular in form, are placed under the car, each chamber measuring six feet in length and two feet in diameter, and the gas is conveyed to the lamps by tubes running outside the car, so that no nuisance is likely to result to passengers should the gas happen to escape.

The gas in the two chambers is sufficient for a journey of twenty-four hours, and its pressure can be regulated from high pressure to ordinary gas pressure in order to keep a steady light in the lamps. Compressed gas, as already remarked upon, is chiefly used for railway lighting, but it is also used for buoys, beacons, etc, and for lighthouses in isolated places, for all of which it has a distinct advantage. In England the method has been a pronounced success, the fact that it is safe and reliable causing it in many places to cut out electricity. The gas, which is made from shale oil, is manufactured at the station, and is afterwards compressed to a very high pressure by engine-power into two reservoirs, from which it is taken into the chambers beneath the cars.

The patentees of the system are Pintsch's Patent Lighting Company, of Leadenhall Street, London, who have sent out to the colony an experienced man to erect the plant necessary for the manufacture of the gas.

Twenty-five cars on the Dunedin Section are to be fitted up with the new system. It has already been placed in the North express, and on Monday morning, under the guidance of the expert, the light was inspected. It is bright and clear, and very similar to the ordinary gas seen in homes. The lamps are specially constructed by Pintsch's Coy, and those in the second class cars being silvered and those in the first class compartments and saloons gilt. The saloon lamps are provided with shades, with the aid of which half of the compartment may be darkened if required.

The whole of the apparatus has been supplied by the Pintsch's Coy, and if the experiment proves a success on the Dunedin Section – as no doubt it will, seeing the extent to which it is used at Home and on the Continent – it will be introduced upon other sections of the New Zealand railways.

15/8/1896 An improved system of lighting cars had been brought into operation on the Southern Main Trunk railway.

12/9/1896 The Department was not ready to provide any plant at Christchurch. The apparatus at Dunedin was only intended for use in connection with express trains. The whole thing has just passed the experimental stage, and so far it has been a success. But to extend it throughout the whole of the cars on the various lines would require the provision of an additional plant at Christchurch. The North Island would also require some attention, and plant has been ordered for the purpose of providing the light in this Island; but to provide the light for the whole of the cars throughout the colony would require four different plants – two in the South and two in the North – and the provision of that amount this year would mean they would require to considerably exceed the amount the Government had at its disposal for expending on opened lines. 211 Car Lighting (Continued)

12/2/1897 It has been decided to send Home an order at an early date for plant for lighting cars on the Napier – Taranaki and Wellington sections by gas.

15/2/1897 It is intended to manufacture the gas for the North Island cars, for a time at least, from crude Taranaki petroleum, very satisfactory results having been obtained from that oil by the expert sent out from Home to make the gas for lighting. The plant is now used on the Christchurch – Dunedin section.

15/3/1897 In preparation for the gas lighting plant intended for use in the cars on the Napier – Taranaki and Auckland Sections, it is intended to erect gas generating works at Auckland and probably at Palmerston North. Crude petroleum will be employed in the manufacture of the gas This is the substance used at Home, and gives excellence results. The order for the gas lighting plant went to England about six weeks agao.

19/6/1897 New Plymouth - The gas plant for lighting the Auckland and Wellington railways will arrive next month. The northern one will be set up in the Auckland station yard, and the southern either here, Wanganui, Palmerston, or Woodville. It will be three months before they are ready.

16/8/1897 The plant for lighting the cars in Auckland by gas arrived by the Tokomaru. The installation will be completed in about two months. Similar plant for the Wellington railways is expected shortly.

1/10/1897 The gas plant for lighting the cars on the Wellington Section is on its way to the colony. The apparatus, which is known as Pintsch's patent, is similar to that which is being used with success on the Southern lines. The Department is now applying the system to twenty-five more cars on the Hurunui – Bluff Section. Pintsch's invention has been adopted by the South Australian Government, which has proved the gas superior to electricity for railway purposes. During his travels, the premier of New Zealand interested himself in the question of electricity versus gas in connection with railway car lighting, and he is convinced the gas made on the Pintsch principle is much the best illuminating agent now available for that purpose.

5/11/1897 The Auckland Railway authorities are making good headway with the preparations for lighting the cars with gas and hope to have everything in working order by the end of the month.

15/4/1898 A portion of the plant for manufacturing the oil gas which is required to light the cars on the Wellington – Napier section arrived and a beginning is to be made to erect it in the yard at Thorndon station. The gas, which is to be made from crude petroleum, will be stored in two iron reservoirs, each weighing about 2½ cwt placed under each car.

25/5/1898 A building is being erected in the railway at Christchurch for the manufacture of gas for illuminating cars. The plant is on its way from London. It is expected everything will be in full working order in ample time for the resumption of heavy passenger traffic next season.

30/5/1898 Excellent progress is being made with the work of fitting up the plants which are to be used to generate the gas for lighting the cars on the Wellington, Taranaki, Wanganui, and Hawkes Bay sections. One plant is being erected in the Wellington station yard, and the other at Palmerston. Several cars have already been fitted up for illumination by gas, and the Department is pushing on the work as fast as possible. The cars on the Palmerston, Wanganui, and Taranaki lines will be lighted by gas in the course of a few weeks, but installation in those on the Wellington – Napier line cannot be completed for three months.

The gas is to be manufactured according to Pintsch's method, and the cost will, it is claimed, be less than that of kerosene. It is produced from crude petroleum, and is purified by passing 211 Car Lighting (Continued)

through lime and sawdust. One gallon of oil produces on an average of about 75 cubic feet of gas. If more is produced the gas becomes poor, if less it gets more expensive, although its illuminating power is increased.

An English paper referring to the use of the new illuminant in the cars of one of the London lines, says the glow is steadily diffuses. The rays penetrate every corner, and even jolting over points causes no flickering of the jets. So liberal is the light that reading small print while the train is in motion is not at all difficult or trying to the eyes.

The installations in Wellington and Palmerston are being carried out under the direction of an expert sent out by the company, which has purchased Pintsch's patent rights.

10/6/1898 The cost of fitting up the new gas appliances in cars of the colony is estimated at £30,000, but it is said this will be amply recovered.

1/7/1898 Some difficulty has been experienced in laying the foundations of the retort house at Wellington station owing to the ground having been reclaimed, and in consequence the delay which has occurred the system of lighting the local cars with gas cannot be brought into the operation until the beginning of the summer. The plant for manufacturing the gas for the Woodville, Wanganui, and Taranaki lines has been erected at Palmerston, and it is expected the Department will be able to use the new illuminant in about a month.

By the midday train to Christchurch on Thursday there were sent up to Addington two travelling gas-holders full of Pintsch gas for lighting cars. These are huge cylinders, like Cornish boilers, so well put together there is not a sign of seam or joint or rivet. The cylinders are imported and have been built on bogie wagons at the Hillside Workshops. Each has a capacity of 4,500 cubic feet, and the gas is compressed into nine or ten atmospheres. From the storage tanks the gas is led into the cylinders under the cars by connecting them with a strong pipe.

11/7/1898 The old oil lamps that light cars are no doubt safe, as they have been in use pretty well since railways were known at all, but they never give a satisfactory light, and when the oil leaks into the basins, as it did on Saturday, the light is distressing. Therefore, passengers will look forward with pleasure to the completion of the arrangements for lighting the cars with gas.

30/7/1898 The Minister of Railways told the House this afternoon that railway cars on the Wanganui – Napier – Taranaki line, would be lighted with gas in about a month's time.

9/8/1898 Pintsch's patent gas is being used in the cars running between Wellington and New Plymouth. The initial substance from which the gas is made is Scotch shale oil, which passes from an elevated tank into a retort heated by a coke fire. The moment the oil touches the hot sides of the retort it is transformed into gas, and in that form it passes into two large condensers and a gas washer, losing much of its impurity on its way. From the cleaner it passes into the meter, and then into the large gas holder, out of which it is again brought and compressed by a little engine worked by steam power. In this compressed form it is then forced into three large high pressure holders, capable of containing 2,500 cubic feet of gas, and from there it is lead by pipes into smaller holders placed under the cars, which will hold sufficient gas to burn for 30 hours.

In addition to the stationary holders, there are also three large travelling holders, into which 5,000 cubic feet of gas can be compressed and taken to any part of the North Island. These holders are all electrically sealed and the absence of joints prevents the possibility of any escape of gas.

The lamps which have been placed in the cars are very ornamental pieces of furniture, and the 211 Car Lighting (Continued)

flame, which burns with a white steady light at a cost of about a quarter penny per lamp per hour, can be shaded on either side by two spring blinds.

11/8/1898 Shewn this morning were the new lighting arrangements of the cars on the Napier – New Plymouth line, which are a great improvement on the old oil lamps. The Pintsch gas lighting method, as applied to cars, consists of the cars and other vehicles being supplied with gas cylinders, which are placed below the floors of the cars, and filled either at the central works at Palmerston North or from the large travelling gasholders which are filled at that station.

The light is supplied by handsome two-burner closed-globe overhead lamps, which give a steady light of good power. These lamps in the first class cars are supplied with blue silk shades, which can be drawn around the globes, and the light thus diminished sufficiently by those who wish to sleep or rest their eyes. The innovation is, without doubt, a most acceptable one, which will be greatly appreciated by the travelling public on the Government railway lines., who have for long borne with the old and inadequate system of oil lighting, which frequently was little better than darkness made visible.

8/9/1898 The arrangements in connection with the lighting of cars running on the Wellington – HawkesBay sections are progressing satisfactorily. The building which is to contain the generating plant at the Wellington station is almost finished, and nearly all the lamps are in position. The installation will, it is expected, be complete in about a month from date.

17/11/1898 Several cars now running on the Bluff – Invercargill line are fitted with the Pintsch gas burners, and are ready to be used when occasion demands. Southland has been suffering for years in the way of the poorest accommodation afforded to railway travellers, and the lighting of the cars has been one of the commonest of the many complaints

3/1/1899 It was thought the inconvenience caused by the gas in cars on the Wairarapa line going out in the tunnels had ceased, but such is not the case. Though some improvement could be noticed, the jets in the cars of the south express only just yesterday went out in the tunnel on the Featherston side of the Summit.

27/2/1899 The compact little gasworks for the manufacture of shale oil gas for lighting cars have been completed and are now in full working order at the Christchurch station. The oil is pumped from the reservoir into a tank above the retorts, into which it pours slowly. It is transformed into gas by heat, and passes to the purifiers, and from to the gasometer. A compact little engine pumps it into large cylinders, where it is stored in a compressed form until required. There is a travelling cylinder mounted on a wagon which is charged at the works, and sent on to fill cars at Addington and elsewhere but the bulk of the cars are filled at the station, there being a complete arrangement of underground pipes leading to the rail along the platform, so they can be filled where they stand, ready to start for wherever the train may be bound, without the necessity of being shunted to the gasworks. The cars are rapidly being fitted with reservoirs for storing the gas.

18/8/1900 The Pintsch gas system adopted for lighting cars continues to give satisfactory results, and meets the approval of the travelling public. Five gas-making plants have been erected, seven travelling holders built, and 438 cars fitted up at a cost of £33,450. The annual charge in the cost of the gas amounted to £5,550, as compared with kerosene costing £6,160.

14/3/1903 Masterton – In spite of all devices, the lamps, that are supposed to light up the cars going through the tunnels on the Rimutaka, are almost invariably extinguished going up the incline in the first tunnel. Occasionally, the gas is kept burning if the passengers promptly open the globes and admit the air. What is needed is a lamp that will burn within the car without being 211 Car Lighting (Continued)

connected to a chimney through the roof. The principle use of these chimneys is to extinguish the gas and suffocate the passengers with smoke.

212 Cars at Thames

For further information see Grahamstown - Tararu Tramway Cars, JRS/550.

24/2/1888 Thames – The Works Committee recommended re: the removal of the railway cars from the shed near the old Grahamstown Wharf, that the Foreman of Works should be instructed to erect a new shed 50 feet long by 12 feet wide near the present asphalt shed in the Borough yard, at a cost not exceeding £25, and that the cars, wheels, etc, should be placed in the shed until sold.

A councillor intended giving notice of a series of questions re: the shed – as to how it came to how it came to be removed on Harbor Board land, by whom the whom the survey was made, etc. Another councillor said he would oppose any payment of rent to Mr Rickit for the use of the shed. The shed was previously on Borough land.

One councillor said the cars were really useless, and should be run out into the street rather than rent the shed for them. It was further suggested the cars should be sold by auction if they would realise anything. It was decided to allow the matter of the erection of a shed to stand over until next meeting. It was decided the Works Committee were authorised to report as to what should be done with the cars.

20/4/1888 Thames – Mr R R McGregor writing stating if the Council were disposed to take a very reasonable price for the railway cars stored in Mr Rickit's shed, he might purchase them.

1/8/1896 Paeroa Tramway Company – The directors of the company have purchased the cars which were formerly used on the Thames – Tararu line, and intend running passengers to and from the junction in connection with the carriage of goods and machinery.

213 Smoking Cars

9/7/1888 Spittoons are to be placed in cars on the Wellington – Masterton line.

214 Sale of Cars

2/12/1885 The Heads Railway application to purchase a couple of condemned cars which are lying idle. The Railway Commissioners put a price of £300 each for the cars.

215 Heating of Cars (Continues from Note 197)

14/7/1890 There is a proposal before the House that cars are to be heated for long journeys by means of apparatus.

17/7/1890 The Minister of Public Works has promised to bring the suggestion for the heating of cars in winter under the notice of the Railway Commissioners. 215 Heating of Cars (Continued)

11/7/1892 Want of footwarmers in cars, which on a cold raw day, for any distance, are a cold and uncomfortable experience.

27/8/1895 The Minister of Railways said that, outside the question of expense, he found it would be inexpedient to put footwarmers into long cars, but he had not fully considered the matter, although the Railway Department had done so.

6/2/1902 An order has been sent Home for an additional supply of footwarmers for railway cars, to be delivered in the colony in two months hence.

20/2/1902 A large number of footwarmers for cars have been ordered from England, and are expected to be here before winter.

11/7/1902 Footwarmers are shortly to be put in the cars of the Greymouth line.

26/5/1903 Footwarmers are in use in cars of the South.

6/7/1903 Greymouth – The long promised and badly wanted footwarmers for the cars will shortly be introduced on the Westland Section. The Department is now building the necessary furnaces at Greymouth, Reefton, and Otira, and the installation should be effected in a fortnight.

23/7/1903 Greymouth – The long expected footwarmers for the cars arrived by the Corinna.

6/8/1903 Greymouth – Footwarmers not yet in use.

17/5/1904 Christchurch - Most unfavourable weather prevailed yesterday for the introduction of footwarmers into the cars. It was too warm for them.

216 Protection Against Contagious Diseases (Continues from Note 198)

18/7/1890 Diptheria is prevalent in parts of Southland and some people are inclined to think railway cars have been the means of communicating it to some of the persons attacked. The railway authorities could very easily have the cars fumigated, which would certainly do some of them no harm, and might possibly assist in preventing the spread of the disease.

217 Reservation of Seats in Cars (Continues from Note 126)

4/6/1891 A case had recently been heard in Wellington, when it was decided the seats in railway cars were common property to those who paid their fares.

12/1/1900 Proposal to reserve seats on long distance trains submitted for Government approval.

16/3/1905 The numbering of seats in cars used for long distance travelling is to be adopted by the Railway Department. Under the system about to be introduced, a passenger will be able to reserve a seat throughout his journey even if he is travelling from one island to the other. The Department will take precautions to protect reserved seats from being “jumped”.

20/5/1905 Christchurch – The question of reserved seats in cars has been settled. It is arranged that passengers on through trains may reserve their seats upon purchase of their tickets by 217 Reservation of Seats in Cars (Continued)

application to the officials. Discs are to be attached to various seats, and the guard will have charge of keys to mark seats “vacant” or “engaged”. Any passenger boarding a train just prior to starting may reserve any seat not marked “engaged”. The new system has been elaborately tested, and Sir Joseph Ward has authorised general adoption of the system throughout the colony.

16/8/1905 The Minister of Railways recently told the House that arrangements have been made for the inauguration of a system of numbering the seats in cars, with a view to enabling passengers to reserve seats on presentation of their tickets. This will meet a long-felt want, and tend greatly to the comfort of long-distance travellers, who will appreciate being able to leave their seats for a short space without the fear of finding them in the possession of other persons on their return, and will, at the same time, prevent those peculiarly selfish people one meets on the trains, at times, monopolising two seats (one for their luggage) when they are only entitled to one.

2/9/1905 Nothing definite is known as to when the Government's scheme for reserving seats in cars will be brought into operation. The idea is being subjected to a test on the North Island lines. When the new regulations are in force, each seat in a train will be numbered, a disc attached to the seat displaying the number, and will also have indicators intimating the seat is either engaged or disengaged. These indicators are under the sole control of the guard and cannot be altered by anyone else. A passenger on getting his ticket reserves a particular seat, the number of which is written on the back of the ticket, and he retains possession of it for the whole distance he is travelling. The system of reserving seats is intended primarily for through passengers, but in the event of seats being disengaged, passengers going only part of the journey will be able to reserve seats.

2/9/1905 It is hoped a system of reserving seats in cars would be in full working order in two months' time.

218 Auckland Charter Fleet Cars

20/10/2006 Charter fleet cars ran to Dunedin, hauled by steam locomotives, in connection with the Dunedin station centennial celebrations.

22/10/2006 Charter fleet cars used to take people to Hillside Workshops open day.

12/2006 In late November, 2006, the passenger business group of Toll New Zealand decided to dispose of their Auckland based charter fleet of seven 56 foot cars. This decision was prompted by having to find more BP x28020 bogies quickly, so the first batch of the new SW cars being rebuilt from former British cars at Hillside Workshops for the Wairarapa service could be fitted with these bogies, after reconditioning.

While the charter fleet cars aren't fitted with BP x28020 bogies, they will be put into the Masterton service to allow the present cars on that service (which are fitted with BP x28020 bogies) to be withdrawn. This will be a temporary measure until the SW cars are completed by Hillside Workshops and placed in service.

The charter fleet cars are fitted with bogies BP x25330 ( fitted with grease-lubricated Timken roller bearings) that can run at a maximum speed of 80kph, where as the BP x28020 bogies can run at 100kph.

The charter fleet cars involved are: 218 Auckland Charter Fleet Cars (Continued)

A 56030, 56121, 56156, 56263, 56544, 56742 AS 56073

Yet to be ascertained will be the impact on the Railway Enthusiasts Society and Mainline Steam Trust. Both these Auckland based groups have relied on the charter fleet cars in recent years for their main line excursions.

219 Steam Hauled Overlander Expresses

9/2005 In a move to help passenger numbers on the North Island Main Trunk Overlander services in the traditionally quiet spring period, Tranz Scenic has teamed up with the Feilding & District Rail Society to use the group's steam locomotive WAB 794 on the Saturday Overlander services between Feilding and Ohakune. Scheduled for an eight week period between 27 August and 15 October, 2005, the inaugural run was a great success.

The regular Overlander timetable has been extended by thirty minutes to allow for picking up and dropping off WAB 794 at Feilding and Ohakune, a service stop at Utiku, and a lower 70kmh track speed due to the historic locomotive and attached water supply UC tank wagon. Judging from the firs run on Saturday 27 August, it will be necessary to add a bit more slack into the amended schedule as the WAB was 75 minutes late reaching Feilding on the return run with the train.

For operational reasons WAB 794 and the water wagon were attached to the regularly assigned Saturday “run-through” locomotive, tha on the 27 August was DCP 4605 northbound and DCP 4611 on the southbound service. The DCP locomotives were powered to assist with the more substantial grades, such as north of Taihape, to ensure track speed could be maintained.

9/2006 Tranz Scenic's Steam Engine Saturdays have been a resounding success. These trains used JA 1250 from the Railway Enthusiasts Society, and WAB 794 from the Feilding & District Steam Rail Society. These two locomotives have run an almost faultless operation from the start of the season. Unlike last year's inaugural programme that used only WAB 794 from Feilding to Ohakune and return on Saturdays during the winter months, the 2006 timetable was amended to have the two steam locomotives operate on alternate weekends with JA 1250 running between Pukekohe and Te Kuiti; and WAB 794 from Feilding to Ohakune.

Ohakune and Te Kuiti had turntables re-installed by local railway enthusiast groups, and also presented a good run for the locomotives. JA 1250 ran light to Pukekohe, and ran on the Overlander without a water tank wagon attached.

The steam locomotives ran as below:

JA 1250 13 and 27 May, 10, and 24 June, 8 and 22 July, 5 and 19 August

WAB 794 20 May, 3 and 17 June, 1, 15, and 29 July, 12 and 26 August, 9 and 23 September

220 Painting of Cars (Continued from Note 192)

6/7/1903 The appearance of Government cars throughout the Colony is to be improved by painting them with the colour known as Pullman green. 221 Cars Kept at Belgrove Overnight

4/5/1894 The cars on the last train from Nelson every evening are kept at Belgrove all night, and as at present there are no shed in which they can be placed they have to remain out in the opening. The moisture inside the cars is condensed with the result that when the morning train leaves Belgrove the cars are so cold, damp, and clammy they are not fit for passenger traffic.

7/3/1895 A shed is to be built at Belgrove to shelter cars there at night. This will be great improvement, and will tend to the comfort of the passengers of the early morning trains to town, especially in winter. There have been numerous complaints of the damp condition of cars on frosty mornings.

20/5/1898 Complaint is made that cars are not placed in the shed at Belgrove at night-time for shelter. In consequence of this neglect the windows are thickly frosted in the mornings, and the result is uncomfortable for passengers. No doubt this reminder will lead to a removal of the cause of complaint.

1/6/1898 Several days ago attention was drawn to the fact that cars are not put in the shed at Belgrove at night, and that considerable discomfort was thereby occasioned to passengers. The cause of the complaint has not yet been removed, and this morning travellers found the cars particularly damp and disagreeable.

221 Cleaning of Cars

15/12/1890 Mr Thomas Arthur, who is now stationmaster at Dunedin, and who has been for the best part of his lifetime connected with the railways, having at one time occupied the position of general manager of the Southland section, has obtained a patent for a solution for cleansin railway cars. It may have been observed the dirt which adheres to railway cars is of a peculiarly tenacious and offensive description, the smoke and steam and grease, of which it consists, becoming attached to the cars in passing through tunnels and in sheds, and th ecleanin of them is a matter of considerable expense. Tha which has hitherto been a laborious task with soap, warm water, and soda can now be accomplished in a fraction of the time, and almost without labour, with the help of the solution which Mr Arthur has invented. All that is necessary is to go over the surface to be cleaned with a brush dipped in the solution, and by the time the whole has been gone over it only remains to follow with a cloth dipped in cold water, when th edirt disappears magically, and the original colour is renewed with added brilliancy.

The efficacy of th esolution was strikingly displayed on Saturday, when a reporter was a witness to a brake van which had become exceedingly shabby in appearance. It was impossible to judge what colour it had originally been, but upon the solution being applied it was soon seen to have been of a brilliant red with lines picked out in yellow. The ease with which the grime that had accumulated on the exterior of the van was dissolved, and made to run down in trickling tears to the ground was most ludicrous, and led to the conviction that with the help of the solution the cleansing of painted or varnished surfaces need no longer be a matter involving such labour as at present.

222 Ministers Reserved Cars

3/12/1898 One of the characteristics noted as applying to our present Liberal Ministry has been its free use of special trains and of reserved cars whenever it pleases their official mightiness to travel. And not only Ministers, but their wives, sisters, and cousins and aunts have to be specially catered for. The railway servants have come quite to kow-tow whenever Ministerially-related petticoats happen along. The other day a uoung man and his bets girl entered a first class car at a suburban station of Wellington, and had hardly seated themselves till a guard came along and ordered

them out because the car had been reserved. All the other compartments of the train happened 222 Ministers Reserved Cars (Continued)

to be full, so the youth enquired fro whom the car was required. A Ministerialist, some women and their cousin, and a gentlleman friend was the answer. But as the youth had no choice between that car and an improvised cattle wagon, he stood his ground, and declined to take his sweetheart into rough accommodation for all the Ministerial women in the capital.

Moreover, when he came to inquire as to the authority for the reservation, it transpired that it amounted to no more than a communication from the Ministerial party to the guard that they desired to have privacy. One of the party started to smoke, although it was a non-smoking car.

15/3/1899 An order has been issued to all railway guards that on no occasion are they to demand tickets in cars reserved for Ministers for the purpose of transacting State business.

17/3/1899 Ministers are swelling more and more every day with the idea of their own importance. The fact is made clear to everybody by the order which they have issued, and which has been made public, respecting the reserved car which they now invariably have put to separate them from the common people. The order has been issued to all Government railway guards in the colony, that on no account are they to demand tickets from people entering cars reserved for Ministers for the purpose of transacting State business. What this really means is that when Ministers are travelling they cannot only have their special cars reserved for themselves, and their undersecretaries, interpreters, shorthand writers, and clerks, but they can fill the cars up with their personal friends, and the guards must not only not ask such friends to show their tickets, but to make matters safe and pleasant, the guards are not to be allowed to enter Minister's reserved cars at all. This would seem to mean that guards, in the exercise of their duty, have dared to say “Tickets please,” to some passengers travelling on a train with Ministers and have been snubbed for their diligence. Now, they are not only not to be allowed to ask friends of Ministers to show their tickets. The order goes very much further. Guards are not to be permitted to open a door to a car in which a Minister is travelling with his friends. Under the new order Ministers will be able to give political friends and supporters free trips whenever they are travelling themselves. What is evidently intended is to make the railways as free to the friends and supporters of Ministers as the Government steamers are. Indeed, if the stories we hear are correct, it is to some extent enjoyed already. If the Ministers will persist in abusing their privileges, the result will be tha a cry will again be raised for a return to a system under which Ministerial patronage will not have sway.

223 Fitting of Westinghouse Brakes

19/7/1900 Arrangements are now completed for beginning to fit the Government cars with the Westinghouse brake at Petone Workshops, and operations will begin immediately. It will take three years to complete the work on the North Island trains.

5/2/1901 Wellington – Westinghouse brakes have been fitted on sufficient cars for use on the Napier – Wellington section and the engines will be equipped on the arrival of the new shipment, which is expected daily.

14/8/1901 The work of fitting Westinghouse brakes on the rolling stock of the Manawatu Railway Coy is progressing satisfactorily, and will be completed about the end of the year.

19/9/1901 The work of installing the Westinghouse brake on the express trains between Longburn and New Plymouth is being pushed on , in order that the system may be brought into operation on 1 st November. The Manawatu Railway Coy is also equipping its engines and cars with the Westinghouse brake, and will bring it into use after the beginning of November. The Railway 223 Fitting of Westinghouse Brakes (Continued)

Department is making every effort to fit the same kind of brake to the express trains on the Hurunui – Bluff line before the summer traffic begins.

8/1/1898 Buckling of railway lines by heat - The best means of preventing the recurrence of accidents similar to that which happened on the Kaipara line recently, and which almost caused a fearful catastrophe at the opening of the Wellington – Woodvillle Railway, possibly the only effect method of dealing with the matter would be the introduction of Westinghouse brakes. With the present brakes, though good and reliable, it takes some time to bring a train going at top speed to a standstill; and it is also necessary for a person to be at the brake of each car before any appreciable effect can be produced. The Westinghouse brake acts almost instantaneously, and can be worked by one man in the guard's van. The large expenditure which would be required to introduce these brakes on the New Zealand railways is the only obstacle to their introduction, but their introduction is a pressing necessity, and the necessary expenditure will have to be faced sooner or later.

4/4/1900 The Manawatu Railway Coy has also decided to equip its rolling stock with the Westinghouse brake.

3/7/1902 The Westinghouse brake has been fitted on the Wellington – Napier – Taranaki lines.

224 Cars at Gisborne

24/5/1902 Arrangements for landing the cars and wagons from the Ngaru were being made this afternoon, a line of rails being laid along the edge of the wharf, in order that the cars could be placed on them straight form the vessel.

26/5/1902 The work is in hand of putting together the cars from the Ngaru.

30/6/1902 The lamps that have been sent with the cars to Gisborne are by no means up-to-date, and there is a considerable amount of grumbling at their poor illuminating power.

10/9/1912 A question in the House of making provision on this year's programme for equipping of the Gisborne railway section with sufficient new cars for two complete trains for a regular service. A start was made last year when two new cars were provided, but the balance of the cars in use are discarded vehicles from other lines, and quite unsuitable for the growing traffic on this profitable section.

225 Delivery, Construction, & Alteration of Cars (Continues from Note 208)

3/6/1876 Wellington – The Oreti sailed for Wanganui, with one first class car and two underframes.

10/5/1906 An addition car is to be supplied to the Nelson Section, in connection with the opening of the Tadmor section. It is to be put together at Nelson.

24/7/1902 A car for invalids has been turned out of Newmarket Workshops.

13/7/1909 Nelson - The President of the Chamber of Commerce had the opportunity of inspecting a new car tha had been built in the Nelson workshop, and would shortly be placed on the line. The car contained smoking compartments for first and second class passengers, with lavatory between. The first class compartment was fitted with reversible seats placed crosswise, and in every 225 Delivery, Construction, & Alteration of Cars (Continued)

respect up-to-date in appearance and convenience. The workmanship reflected great credit upon those connected with its construction, while the accommodation provided made it worth while paying first class fares to secure.

10/9/1912 A question in the House of making provision on this year's programme for equipping of the Gisborne railway section with sufficient new cars for two complete trains for a regular service. A start was made last year when two new cars were provided, but the balance of the cars in use are discarded vehicles from other lines, and quite unsuitable for the growing traffic on this profitable section.

20/6/1914 Recently the Railway Department adopted the system of sending all mail and express trains to the workshops for annual overhaul, painting, etc. The first of the renovated trains was the Main Trunk express, which left Wellington today at noon. The cars presented a very smart appearance. The Pullman green colour adopted throughout New Zealand looks especially attractive when the work has been newly done. The service attracted considerable attention this morning. Several small, though useful, improvements have beenmade in the sleeping cars. In the lower sleeping berths, the camber or curve complained of by some travellers has disappeared. The seat is reversible entirely, the mattress being left upon it. A side-rail has been placed along the berth, which makes it quite comfortable. In addition to the ordinary cars, the dining car, sleeping car, postal car, and guard's van have been renovayed and repainted in uniform Pullman green.

30/12/1929 New lounge cars commenced running on the Daylight Limited between Wellington and Auckland today.

17/11/1938 Twenty-five new cars and 900 wagons make up a large construction programme now in progress at the Otahuhu Workshops. The cars include six semi-sleepers, four air-conditioned first class cars for the main routes, and 15 second class cars, also for main line traffic. In the semi-sleeping cars the accommodation is divided, the sleeping berths being separate from the sitting portion. The heating and cooling system is the result of extensive tests carried out on the Auckland – Wellington run, and is adapted to meet all varieties of summer and winter conditions.

The second class cars are of the improved type placed in service about a year ago on the Main Trunk expresses. They will have seating accommodation for 56 people, as compared with 44 in the older type of cars, and will thus assist in meeting the extra rush of traffic in the summer. In time these cars will become the standard type on all the lore important express trains. One of the improvements introduced is a covered corridor communicating between the cars.

It is expected all the cars will be ready for operarion before Christmas. A number will be in use for the first time next week.

27/7/1945 Two of the modern first class cars are shortly to be put on the express trains between Wellington and New Plymouth. These cars provide a main compartment with 29 modern first class seats and a coupe at one end for six passengers facing each other. One of the windows of the coupe is removable, this feature being introduced to permit the entrainment of a stretcher-borne passenger. Cars of the same type are in use on the South Island Main Trunk expresses. 226 Operation of Trains, etc (Continued from Note 209)

20/4/1874 Wellington – About five hundred ppeople went to the Hutt by the railway yesterday. The cattle wagons had to be fitted in with seats.

17/3/1877 Yesterday an engine with a car attached, and four ballast wagons, arrived at Waitahuna, at the Lawrence platform. The train left for Waitahuna shortly after four o'clock.

18/5/1877 Wanganui – Yesterday people thronged to the railway station. One of the small engines was running backward and forward over the bridge. The locomotive also was specially decorated for the occasion, it being named Guy Mannering. Previously the train had drawn up at the platform of Aramoho junction. Guards were attached to each car. By 11.30 all were seated, the train commenced and passed over the bridge, where another engine was attached, and the journey to Turakina began. A slight stoppage occurred on the steep ascent of the Wangaehu hill, caused by its sharp curves.

26/1/1878 Auckland – Railway employees excursion train with thirty-four cars and three engines at its head. First or leading engine, Flora McGregor; second engine Ivanhoe; and third engine Ada. In the centre of the cars is fixed an open car with an awning overhead. Trains destination is Pokeno.

10/11/1880 Wellington – Some of the volunteers actually fired [their rifles] from the car windows straight at people on the road or by the fence along the line.

10/11/1883 As many as 2,800 persons travelled on the Wellington railways yesterday, 1,900 taking tickets at the Wellington station. The 5.5pm train from the Hutt consisted of thirty-three cars.

4/12/1884 Wellington – At Featherston, a man was fined £5 and costs for kissing a lady in a car on the Wellington railway.

26/4/1886 Cheap excursion train ran to Belgrove, the longest single train which has yet left the Nelson station, started for Belgrove with every available car utilised.

29/1/1887 Wellington – A gang of “speelers” have been arrested on a charge of gambling in a train on the Wellington – Masterton line.

14/3/1887 Wellington – A man was today sentenced to fourteen days' hard labour for playing dice in a car.

1/8/1889 The Nelson Creek section of the Midland Railway, about eight miles, was opened today. About seventy persons travelled from Brunnerton to Ngahere. The car and smooth running were much admired.

22/2/1890 Wellington – In the case of a sick person a car has often been run down to the vessel's side to enable patients to be removed with as little discomfort as possible.

10/12/1895 The General Manager of the Auckland railways arrived at Paeroa from Te Aroha in a special car in order to see to the state of the line and to arrange for the opening day.

1/6/1898 The guards of the New Plymouth section place the women in the first class cars when the second class accommodation is overcrowded.

16/12/1899 Picton – Only one first class car was put on the train meeting the steamer to Wellington, passengers holding first class tickets having to take a second class car because the railway officials at Picton will not put on an extra first class car. 226 Operation of Trains, etc (Continued)

7/7/1900 Question asked in the House to have a car shed erected at Belgrove in place of the one removed some years ago.

9/10/1902 Complaint regarding the condition of the schoolboy's car used between Richmond and Nelson. The manager states he will not give the boys a good car while there are any complaints of their behaviour. Recently one window of a car was broken and the car slightly damaged.

31/10/1902 Instructions have been given that every effort must be made to prevent passengers from riding on the platforms of cars, to ensure immunity from accident.

15/11/1902 Want of additional accommodation in second class cars for smokers.

8/10/1907 There were six first class and five second class cars on the Nelson Section, which were all in good serviceable condition and were ample for the requirements of the business of the district. At the present time chairs could not be substituted for the longitudinal seats in first class compartments.

26/11/1907 Trains leaving Richmond for Nelson for those attending the Agricultural & Pastoral Show. Special arrangements are being made to ensure first class passengers obtaining seating accommodation in cars. It will be noted that owing to the limited car accommodation, second class passengers will need to travel in seated wagons.

21/9/1912 Twenty-nine strikers, sentenced at Waihi, were conveyed by train to Newmarket in a special car. At Newmarket the car was uncoupled and attached to an engine and run along the Mount Eden line, where it was stopped and the prisoners transferred to their quarters with the strikers already in the institution. [Striking miners at Waihi]

14/8/1915 Dining cars are being run at a loss.

29/8/1921 Wellington - To accommodate the large number of people proceeding to Auckland to witness the second Test match, the railway officials found it necessary to provide extra cars. The passenger traffic on the Main Trunk gradually increased last week until on Friday it was exceptionally heavy. The mid-day train from Wellington that day had fifteen cars leaving, and by the time it reached Auckland the number had increased to eighteen. Three cars were attached to the train at Taihape. Apart from Wellington enthusiasts there were many passengers from the South Island, including a number of ticket-holders from Dunedin and Oamaru.

The demand for seats on trains leaving Auckland after the match was considerable. In additional to the ordinary southern express last night, two relief trains were run, and accommodation on all was fully occupied. One train was to proceed as far as Taumarunui, and the other two arrived here this afternoon on time.

22/4/1924 Christchurch – Dunedin express today consisted of eigthteen cars and two vans.

24/4/1924 Christchurch – Timaru train consisted of ten cars and van.

12/3/1941 Wellington - In accordance with the observation of the Emergency Lighting Regulaions by the Railway Department outlined on Monday car blinds on the western side of cars of the Limited express leaving Wellington for Auckland in the evenings are being drawn. Instructions are given through station amplifiers that the blinds must be left down, and not interfered with in any way. Blinds on the Hutt Valley lines are drawn on the harbour side. 226 Operation of Trains, etc (Continued)

12/12/1945 Auckland - An old car, grounded, stands near the engine sheds alongside the waterfront road, and is very dilapidated. Most exterior panelling is missing, some of the roof cover is coming off, and interior totally derelict. Car was used by the railway authorities as an E P S first aid post in 1945.

227 “Birdcage” Cars (Continues from Note 137)

6/11/1902 Finding it has a sufficient number on hand to meet requirements of the travelling public, the Railway Department has decided not to bring out any more cars of the “birdcage” type. Future cars will not be subdivided, except for the purpose of separating first class from second class passengers. The accommodation for smokers on long journeys is to be greatly improved. It is probable each smoker will have a seat to himself. Recent experience has shown the Department the second class accommodation on trains is much more popular than it was, a fact due to improvements made of late years.

228 Wellington – New Plymouth Services

23/11/1895 Considerable inconvenience is felt by the public travelling on the through trains in consequence of no refreshment car being run on the Government line. If one is travelling from Wellington to New Plymouth a very comfortable meal can be had in the well-managed dining car on the Manawatu line, but after leaving that line passengers have to be content with a hurried scramble at Palmerston, Aramoho, or Patea, which is caused by the short time allowed by the timetable.

Travelling from New Plymouth it is worse. The steamer lands passengers at the breakwater about 6 am, then taken by rail to New Plymouth station, where there is no refreshment room, and then have to wait till 7 am for the train to leave, and the first place to obtain a meal is Aramoho, at 1 pm. The train only stops at Patea about five minutes, and in the morning the place is closed at Sentry Hill.

An objection the authorities made to running a dining car was that it would intefere with the lesseees of refreshment rooms. As tenders are now being invited for leasing these rooms, the present would be an opportune time to consider this question of dining cars on Government lines.

9/9/1901 Negotiations are proceeding between the Government and the Manawatu Railway Coy with the view of arranging for the Manawatu passenger cars to run right through from Palmerston to New Plymouth, thus obviating the nuisance of having to tranship at Palmerston. The working of the electric light apparatus on the Manawatu cars is reported to be the chief difficulty to be surmounted. It is reported a dining car will be attached to the train at the New Plymouth end.

12/9/1901 Under the new arrangements made by the Government Railway Department and the Manawatu Railway Company, the southward express train journey – New Plymouth to Wellington – will be shortened by an hour and five minutes. The train will stop only at the principle stations between Palmerston and Wellington, and will reach the Thorndon station of the Manawatu Company at 8.15 o'clock each night, instead of 9.20 o'clock on Monday, Tuesday, Thursday, and Friday nights, as at present. Another train is to leave Palmerston at 4.50pm each day, and will stop at all stations, reaching Thordon at 10.30pm. There is to be no alteration in the departure of the express time now leaving Wellington for New Plymouth at 7.26am, as most of those travelling by it do not require to be in New Plymouth until the time of departure of the steamer for the Manukau. 228 Wellington – New Plymouth Services (Continued)

A dining car is to be attached to the express trains between New Plymouth and Palmerston. As the Manawatu Company will continue to run a dining car on its own line, through passengersbetween Wellington and New plymouth will be able to obtain meals at regular intervals without leaving the train. The new timetable and the dining car service will come into operation on 1st November.

21/6/1907 The installation of footwarmers in cars of trains running on the New Plymouth – Wellington line has for some time been anticipated by travellers, but a delay has occurred in completing arrangements.

229 Miners' Strike

18/4/1917 Miner's Strike - In the staff saving scheme of the Railway Department already published, it was calculated that a reduction of about one-third had been made in the number of train miles to be run. The coal-saving scheme provides for a reduction of one-half. The new timetable provides for the deletion of the few evening trains left in the schedules of suburban lines.

As the object of this latest cut is not primarily the saving of men, it is not the intention of the Department to discontinue at once the running of dining cars on the express trains. That change will be allowed to stand over until the staff-saving timetable is introduced early next month. There may even be some further delay, because it is expected the Department will have to enlarge the dining rooms at the stations where stops for refreshments will be made.

Another cut in the railway service is reported, the Department having cancelled the special train arrangements for the Manawatu races, which take place next Wednesday and Thursday.

The Department has also cancelled special trains for all similar gatherings. A curtailed railway service on the Canterbury lines has been necessitated by the strike of coal miners.

230 Re-arrangment of Trains via Manawatu

11/10/1909 The re-arrangement of the Napier – Wellington timetable, which has been hanging fire since the Government's acquisition of the Manawatu line, is the subject of an announcement this morning. A new train service, diverting the express traffic from the heavy climb over the Rimutaka and carrying it through the Manawatu Gorge, will be inaugurated in 1st December. The change will considerably accelerate the service between Napier and Wellington, since trains will leave the northern town at 7.30am, arriving at Wellington at 4.30pm. From Wellington trains will leave at 7.30am, reaching Napier at six o'clock. Dining cars will be included in the service. Further changes respecting the Wairarapa and intermediate services are also indicated.

An amendment of the train running, to facilitate the service and avoid the expensive haulage of the Wairarapa route, will have to be made. However, the statement in today's Dominion purporting to give certain alterations in the Wellington – Manawatu, and Napier and Wairarapa services are inaccurate and unauthorised. Nothing of a definite nature has been decided upon. The whole quetsion of readjustment and re-formation of these services is still under consideration. 231 Special Cars (Continues from Note87)

29/1/1935 The two cars used by his Royal Highness the Duke of Gloucester during the royal tour will be retained for the use of the Governor-General, and the other cars which were used during the tour will be used on the main line expresses in the two islands.

The two Royal cars were adapted to take the place of the old vice-regal cars they will replace, and with this exception all the cars used during the tour will go back into traffic from which many of them were taken for the purpose of the tour. In the North island all the cars were taken out of traffic except for one, which was in process of being built for the new passenger car programme, and which was modified to suit the tour. In the South Island five cars which were in the course of construction were adapted, including the Royal cars, and the remainder used were taken out of traffic. With the exception of the two Royal cars, the others have been sent back into the workshops to be put back in their original condition.

All the cars used were in fact part of the 1934-35 car renewal programme, and arrangements were made for bringing them into immediate ordinary service following te conclusion of the Royal tour. They were part of the steady programme of rolling stock improvement and replacement, and apart from temporary adaptions were standard New zealand Railways stock.

The tour involved long and almost continuous travel by train, and any changes from the standard which were adopted were on that account. The tour was one in which a schedule had to be maintained at one end of the journey but not always at the other. Functions arranged in honour of His Royal Highness frequently exceeded the time alloted to them, but the engagements ahead were inexorable. Time lost in this way was made up en route, and at times, on the level stretches of the South Island lines in particular, it is probable that a speed of sixty miles per hour was reached.

232 Inauguration of Main Trunk Expresses

15/2/1909 Palmerston North - Today witnessed the inauguration of the daily express service between Wellington and Auckland, the first express from Auckland arriving here at 12.55, exactly 14 minutes late. Taking everything into consideration this is not bad, and there should be no difficulty in running up to time after the first day or two. The train was drawn by two class A engines, and there were eight passenger cars (including a sleeping car), a dining car, a postal car, and a guard's van. There was no change of engines made here, the same engines being used from Taihape right through to Wellington.

233 Car Lamps

3/11/1883 Car lamps and lamp chimneys of Auckland manufacture are about to be used on the Wellington line. An order for six dozen of the former, and twenty-four dozen of the latter, has just been executed for the Government by Messrs Cook & Sons, Freeman's Bay glass works.

8/3/1884 The Government has ordered a further supply of two gross of railway car lamps from Freeman Bay Glass Company, Auckland.

234 Carriage of Bicycles

22/7/1897 The Department is sending to America for a number of collapsible crates for use in the carriage of bicycles. 234 Dining Cars

16/2/1899 The Government has decided to build three dining cars to be used on the express between Christchurch and Dunedin.

20/12/1899 Mr T Fairhurst, who obtained a lease of dining cars on the trains between Christchurch and Palmerston South, will pay a rental of £1,099 per annum.

14/10/1910 The Railway Department invite tenders for the supply and delivery of meat to the dining cars on the Wellington – New Plymouth and Auckland – Rotorua services.

235 Number of Cars in Service

Date No of Cars In Service 3/7/1901 603 3/7/1902 701 31/3/1903 751 31/3/1904 809 27/7/1905 864 31/3/1906 701 8/8/1907 966 31/3/1912 1212 31/3/1913 1282

236 Delivery, Construction, & Alteration of Cars (Continues from Note 225)

22/8/1888 Hillside Workshops – In the yard is one of the new composite cars that had just been turned out. These cars are entirely built at Hillside Workshops now, and the workmanship is of the most creditable description. Red pine and kauri are the wooods that are pricipally used.

237 Car Restrictions over Rimutaka Incline (Continues from Note 113)

13/3/1890 Wellington – There are six 30 foot bogie cars, class B (three for each train) which are run to and from the Wairarapa. The Locomotive Engineer is now taking them into the shops, one at a time, for overhauls. As the car in the shops has to be replaced for the time being, by a 40 foot cars (class A), will you please say if the latter should be ballasted to give greater stability.

20/3/1890 One class A car may be run between two B cars without the former being ballasted, during the overhaul of the class B cars in the workshops.

12/1/1898 As far as possible only round roofed cars and vans, or low roofed cars and vans, should be run over the Rimutaka – only vehicles which have iron or steel underframes should be run. Cars with elevated roofs can be used provided they have an addition to the roof same as saloon cars to prevent any exposure of square surface on roof. The addition incorporates sloping section of roof from top of elevated section to just above the fascia boards. Every endeavour should be made to provide protection at all the points where the wind is known to be felt most severely – and then restriction for cars running would be avoided. 237 Car Restrictions over Rimutaka Incline (Continued)

5/5/1898 There are eight cars on the Wellington Section and three on the Napier Section which have underframes which require altering for use on the Rimutaka Incline at a cost of about £15 each = £165. There are also twenty-five cars on the Wanganui Section with ordinary elevated roof, but as these never go off the Wanganui Section they need not be attended to.

30/12/1935 The following cars are prohibited from running over the Rimutaka Incline:

A 30, 75, 119, 284, 285, 288, 293, 298, 315, 316, 328 to 330, 333, 342 to 344, 349, 350, 369, 404 to 408, 424, 430, 432, 446, 480, 486, 504 to 509, 511, 589, 729, 868, 920, 960, 985, 1076, 1077, 1086, 1087, 1091, 1093 to 1095, 1099, 1106, 1118 to 1131, 1937

A 274, 371, 384, 391, 728, 941, 975, 1182, 1201 to 1203 (60'-0” cars)

AA 1015, 1056, 1616, 1621, 1651, 1758

29/5/1937 The following cars are prohibited from running over the Rimutaka Incline:

A 30, 75, 284, 285, 288, 298, 315, 328, 329, 349, 350, 369, 405, 480, 486, 504, 506 to 509, 511, 729, 920, 960, 985, 1076, 1086, 1093 to 1095, 1099, 1106, 1118 to 1131

A 274, 371, 384, 391, 728, 941, 975, 1182, 1201 to 1203 (60'-0” cars)

AA 1015, 1056, 1616, 1621

[This list ammended from that shewn in Note 113]

16/2/1942 When Vice Regal cars (AA 1824 and AA 2011) are required to cross the Rimutaka Incline, trainmen must exercise caution when passing through tunnels.

6/8/1948 Cars used on the Wellington – Gisborne service (Train No 612), but do not clear the Rimutaka Incline gauge:

A 1840 last lift 3/1948 A 1791 last lift 8/1945 A 1971 last lift 7/1945

13/9/1948 An inspection was taken of cars in the East Ca Yard, Wellington, and the following were found not to clear the Rimutaka Incline gauge (mainly the brake rigging fouls the gauge):

Car No Last Lift Car No Last Lift Car No Last Lift AA 1717 11/1947 A 1903 7/1948 A 1914 11/1947 AA 1754 12/1946 A 1938 4/1947 A 1884 11/1947 A 1906 8/1947 A 1900 5/1948 A 1901 9/1947 A 1839 9/1945 AA 1616 3/1948 A 1880 8/1946 A 1974 3/1948 A 1863 3/1947 A 1864 9/1947 A 1939 7/1948 A 1879 10/1046 AA 1757 5/1946 A 1904 12/1947 AA 1784 5/1948 A 1860 7/1947 A 1982 8/1947 A 1910 12/1947 A 1972 8/1945 A 1983 2/1948 A 1977 5/1948

27/11/1948 All cars not clearing the Rimutaka Incline gauge have had the ends of the headstocks painted red. 238 Arrangements at Woodside

20/7/1908 Arrangements have been made to detach the engine for watering at Woodside, and to leave the car at the platform. At present when the engine draws to the water tanks the car is away from the platform and this leaves a drop for passengers alighting.

5/9/1904 Platform at Woodside is 165 feet long, about four cars. Th bring the luggage vans to the platform, the cars are drawn past it.

239 Cars Out of Service

2/3/2013 Some of the old 56 foot small-windowed charter fleet cars got moved to the Glenbrook Vintage Railway for storage on behalf of KiwiRail; these being four cars and the AS car that was with the fleet.

The cars are A 56030, 56121, 56156, and AS 56073.

The above cars have been replaced on the charter fleet by AO 54, 83, 146, 169, and 198, formerly used on the TranzAlpine services, and ASO 110.

11/3/2013 Two 56 foot cars are stored at Westfield, due to lack of room at the Trans Scenic Depot at Otahuhu. The depot is used for repairs to the SA and SD cars.

240 Special Cars – Mileage of (Continues from Note 231)

31/1/1951 Vice Regal Cars

AA 1824 Mileage run between 31 March, 1940, and 31 March, 1950 - 61,964 miles

AA 2011 Mileage run between 31 March, 1940, and 31 March, 1944 - } Mileage run during year ending 31March, 1950 - } 23,866 miles

A 1825 Mileage run between 31 March, 1940, and 3 1March, 1950 - 6, 489 miles

Notes:

AA 2011 No milegae between 1944 and 1950 A 1825 No mileage for years ending 31 March, 1944, 1949, and 1950

Ministerial Cars

AA 1619 Mileage run between 31 March, 1940, and 31 March, 1950 - 11,602 miles

A 1617 Mileage run between 31 March, 1940, and 31 March, 1950 - 318 miles 240 Special Cars – Mileage of (Continued)

Notes

AA 1619 No mileage for years ending 31 March, 1941, 1945 to 1950

A 1617 Only run year ending 31 March, 1948

13/5/1956 Vice Regal Cars

AA 1824 Mileage run between 31 March, 1951, and 4 February, 1956 - 3,477 miles

AA 2011 Mileage run between 31 March, 1951, and 4 February, 1956 - 328 miles

A 1825 Mileage run between 31 March, 1951, and 4 February, 1956 - 1,633 miles

Notes:

AA 1824 No milegae between 1951, 1955, and 1956

AA 2011 Only run year ending 31 March, 1954

A 1825 Only run years ending 31 March, 1951 and 1954

Ministerial Cars

AA 1619 Mileage run between 31 March, 1951, and 4 February, 1956 - 13,800 miles

A 1617 Mileage run between 31 March, 1951, and 4 February, 1956 - 2,508 miles

Notes

A 1617 Only run years ending 31 March, 1951, 1954, and 1955

AA 1824 and A 1825 were used by Her Majesty the Queen during her visit to the Dominion. These cars were completely renovated internally and a platform built on the loung end of each car. These alterations still remain.

241 Conveyance of Prisoners of War

Note: when special trains were run to convey internees, ordinary passengers were not permitted on the trains. The trains did not stop en route, except for locomotive purposes.

When trains were arriving or departing Wellington from the wharf, connecting with the launch taking detainess to or from Somes Island, the train ran through the goods yard. Notification of the wharf on which the train was to be placed was not advised to operating staff until the day.

30/12/1945 Two trains used to convey internees from Featherston to Wellington Wharf, via the goods yard.

17/10/1944 Fifteen prisoners, German internees, conveyed from Wellington to Auckland in a reserved scond class car attached to express. 241 Conveyance of Prisoners of War (Continued)

17/9/1944 Train ran from Pahiatua to Wellington wharf, via goods yard, with 86 internees accompanied by 55 guards. Each train consisted of 44-seat car, 44-seat car, 37-seat car, 37-seat car, V wagon, and Z wagon.

The trains were placed on Glasgow No 2 Shed Road.

31/5/1944 Four internees, one guard, and one orderly in a second class car from Pahiatua to Auckland.

6/8/1943 Four internees and two guards in a four-berth sleeping compartment, with five additional guards in an ordinary car, Auckland to Pahiatua.

31/7/1943 Thirty-three internees, eigthteen from Wellington and fifteen from Palmerston North, and six guards to Auckland, in a second class car reserved for exlusive use of the party.

18/1/1943 Twenty-five prisoners of the United States Army conveyed on train No 666, Wellington to Auckland, in a first class car attached next the engine.

31/1/1943 One hundred and eighty-two internees and a guard of sixty (from Somes Island) from Wellington to Pahiatua, via the Manawatu.

28/1/1943 Forty prisoners of war, and fifteen guards, from Auckland to Featherston.

29/12/1942 Car reserved for exclusive use of prisoners of war and guards, Auckland to Featherston.

14/11/1942 Two hundred prisoners and 40 guards from Auckland wharf to Featherston.

12/9/1942 Approximately 450 prisoners in two trains from Aotea Quay Wharf, Wellington, to Featherston. Each train to consist of one old first class car, nine cars, and a van (one car is for extra guards).

242 Car Gangways

20/1/1942 Auckland – It has come under notice that a number of car pillars and stanchions on cars are being damaged through the use of the wrong type of gangway to bridge the distance between the car platforms.

In some cases the gangway buttons on hinge flaps have been put in the wrong slots, or attached to wrong platform plate with the result the ends of gangways drop between plate, or swing around on the bends and foul stanchions.

The attention of all concerned is directed at the necessity to use gangways of the correct length when making up passenger trains or attaching cars thereto.

244 Car Under Repair at Gisborne

4/3/1909 Gisborne – At time of writing, am having a car that is partly painted removed from the repair shop to the engine shed to make room for an engine required to go over the pit.

245 Building of Replacements for B Cars

18/7/1916 The Chief Traffic Manager is suggesting we should build ten cars as composites of the lighter 245 Building of Replacements for B Cars (Continued)

42½ foot type, replacing the class B composite cars, which could then be converted into second class cars.

We have not built any 42½ foot cars since 1885, and if a lighter car than our present standard is desired, they should be to our old standard length of 44 feet, as this length suits the proposed seating than the 42½ foot length.

6/9/1916 The Chief Traffic Manager proposes to use lighter cars to replace the class B cars which are not very suitable for first class passengers on main line trains.

The B cars have low roofs, dropping windows, and longitudinal seats.

The lighter type of class A car gives sufficient accommodation for local trains and weighs 12 tons as compared with about 18 tons for the standard 50 foot car.

The lighter class A cars will save a good deal of haulage on a regular run. They are not much heavier than the class B cars now in use.

16/9/1916 The proposal to build ten lighter type class A cars 44 foot in length is approved.

15/7/1927 Thirty-eight class B cars are recommended for gradual replacement with standard main line cars. These cars are suitable for conversion into brake vans to supply the fifteen asked for.

246 Chair Seating in Cars

1/4/1925 There are seben composite cars (50 foot) fitted with longitudinal seats in the second class end which are steam heated and otherwise suitable for mail trains, and one all second in the same position.

For the sake of uniformity, and to prevent cars with longitudinal seats running on the Napier and New Plymouth mail trains, it would appear advisable to have the longitudinal seats replaced with chairs.

19/6/1925 Approval for the above.

15/7/1927 Costs for altering cars:

Fitting chair seats, first class £200 per car Fitting chair seats, second class £160 per car Fitting steam heating £80 per car Fitting centre lavatory £150 per car

15/3/1930 The conversion of longitudinal seats to Addington Chairs in the standard 47½ foot car is now being undertaken. Twenty-seven of these cars are now being altered by the workshops at a rate of about four per week. The latter cars are all equipped for steam heating.

Approximately forty additional 47½ foot cars are now being considered for conversion to Addington Chairs instead of the longitudinal seats. The majority of these cars will also be required to be equipped with steam heatingf to make them suitable for running of Mail and Express and other important trains.

The cars now being dealt with are mainly composites. Should the money allocated for improved 246 Chair Seating in Cars (Continued)

seating not all be expended on the cars now under conversion the matter of altering second class longitudinal seated cars to Addington Chairs will also be considered.

247 Replacement of Old Cars

22/5/1928 Auckland District – Cars require to be replaced with modern stock. It would be more economical to build new vehicles than spend money in repairs. This is a matter that can only be decided when the vehicle is stripped to the frame and condition of all details carefully weighed up. There are many cars of obsolete design in service on the Auckland District.. The older these cars become the more expensive they are to maintain.

They are in service daily and unfortunatley cannot be kept for use only for holiday and race traffic as there are insufficient modern cars to replace them.

The cars requiring replacement are as follows:

A 330, 332, 394, 395, 424, 426, 427, 429, 430, 431, 432, 433, 434, 443, 444, 446, 447, 448, 449, 450, 453, 454, 467, 476 Total 24

B 411, 459 Total 2

C 5, 38, 67, 160, 225, 138, 496, 109 Total 8

E 3, 4 Total 2

248 New Cars

4/8/1916 The three dining cars in hand at Petone Workshops will be completed this month.

11/5/1922 Wellington – Again drawing attention to the serious shortage of cars suitable for strengthening the Express and Mail trains during the holiday periods.

When the three through expresses are running between Wellington and Auckland the are only five first class and five second class cars spare at Wellington and Auckland for strengthening these trains, consequently standard vehicles have to be withdrawn from the Napier and New Plymouth services. These in turn are replaced by the late Manawatu Railway Company's cars with longitudinal seats. The latter cars cannot now be run on the Wellington – Auckland express trains and when run on Mail trains have to be placed at the rear of standard cars. This causes serious delays when the Mail trains have to be strengthened, after being placed to platform or en route. Passengers take strong exception to travelling long distances in cars with longitudinal seats.

29/1/1923 Six composite cars, with centre lavatories, are to be built and would be very suitable and would avoid some instances of unnecessary haulage of cars between Lower Hutt and Upper Hutt, and between Johnsonville and Paekakariki.

31/8/1923 Included in the rolling stock approved for the North Island Main Lines & Branches under the 1922 – 23 programme are fifty-five fifty foot main line cars.

The wheels, axles, tyres, brake gear, and lighting material have been ordered from England, and workshops have machined a good deal of woodwork. 248 New Cars (Continued)

17/3/1924 Newmarket Workshops are now ready to proceed with the building of the fifteen suburban cars autorised.

21/3/1924 The fifteen suburban cars to be built at Newmarket Workshops are to be second class non- smoking cars without partions.

18/10/1924 The kauri timber for the class A cars to replace the class C cars is only just being delivered to Hillside Workshops in bulk, and it is required to be sawn into proper sizes and seasoned before being used on the new cars.

17/11/1924 Hillside Workshops - The building of these cars is to be postponed but they should be built in time for use in connection with the Exhibition at Dunedin next year.

5/10/1926 Newmarket Workshops – The fith and sixth cars to Order No 1320 are now complete with the exception of electric lighting and outside steam heating pipes. Frame work for the seventh car is erected, end framing and joinery ready to be put in position. Chair side castings and trimming well in hand.

20/12/1929 North Island - Five first class cars for the Rotorua train are all completed except for the seating.

South Island - The seven first class, thirteen second class, and four observation cars – material just arriving from England.

1934 Addington Workshops – progress report.

Build five first class cars:

Underframes Five ready. Bodies being erected thereon. Drawgear up. Water service, steam and Westinghouse Brake in hand. Electric light being fitted as job progresses.

Bodies Final assembly in hand. Five roofs complete and bodies sheathed. Five primed outside and being stopped. Interior now being fitted for Royal train purposes – details are given under Royal train.

Bogies Ex North Island – Being overhauled – one set complete.

Date of completion 22 December, 1934.

Build on Vice Regal Car:

Underframe Body being nuilt thereon. Drawgear up. Brake, water service, steamheat, and electric light advancing with job. Waiting imported materials.

Body Roof completed and body sheathed. Interior partitions up and plywood being fitted. Ceiling cloth up. Lavatory and staterooms being worked in. Plywood is being fitted where received. Exterior primed.

Bogies Bogies completed and trial run will be arranged.

Date of completion 22 December, 1934. 248 New Cars (Continued)

Royal Train

A 1819 Royal Diner Store room partitions up and shelving being erected. Saloon – waitng plywood, ceiling cloth up. This car well advanced except for plywood.

A 1820 Kitchen Car Partitions up, gass room with tanks in complete, gas range and hot press in, cupboards, sinks, shelves and fittings being erected.

A 1821 Main Diner Partitions being erected. This car is held up waiting plywood.

A 1822 ) Staff Sleepers Waiting plywood for interior. A 1823 )

A 1734 Special Sleeping Car in shops and conversion to sleeper in progress. Car This car is near as advanced to the stage of requiring plywood. Partitions up. Lavatories near completion.

A 1759 Day car ) Overhauled and returned to traffic. A 1617 Tourist Car ) Painting will be arranged for early in December. A 1655 General Manager's ) Car

F 549 Van overhauled. Alterations complete. Will be painted this week.

Pilot and Emergency Train

A 948 ) Alterations complete. Will be painted this week. A 1009 )

A 1512 Renovation of this car will be complete this week.

A 1510 ) A 1511 ) Overhauled and returned to traffic. F 492 ) Vehicles will be recalled for painting early in F 495 ) December.

250 Manawatu Railway Coy Cars

21/8/1908 Treasury - Engines and cars which have been charged direct to Working Expenses £15,500 during the years 1904 and 1905.

251 Locations of Cars

23/3/1957 Locations of cars at midnight (Saturday):

Auckland AF 284, 286, 968, 973, 979, 972, 842, 808, 971, 805, 1032, 970, 855, 815, 811, 854,879, 1033, 974, 820, 812, 843 251 Locations of Cars (Continued)

FP 704

Henderson AF 975

Waitakere AF 1182

Onehunga AF 1047

Frankton AF 977, 978, 1036, 1046

Rotorua AF 980

New Plymouth AF 804 for repairs at East Town Workshops

Wanganui AF 969

30/5/1963 In Otahuhu Workshops

AF 969, 1182 AA 1136, 1602, 1745, 1780 A 1197, 1317, 1358, 1800, 1902, 1903, 1904

At Auckland – held for repairs

AA 1491, 1653, 1685 A 1195, 1199, 1223, 1275, 1386, 1473, 1794, 1890, 2009

5/9/1921 A 739 is located at Lambton.

252 Passenger Train Speeds

12/10/1990 The EM and ET cars were designed with the intention of eventual operation at 100km/hr once track and signalling restrictions were lifted to allow this. No problems at this speed are envisaged, apart from a slightly greater maintenance and energy cost.

A series of test runs and brake tests to verify data collected during commissioning will however be required.

D and DM cstock must remain restricted to 80km/hr.

Wellington – Masterton Service

Speeds on the entire Wellington – Masterton service could be raised once speed boards have been provided.

Most of the existing Masterton service cars are fitted with their original BP x25330 bogies. These bogies are restricted to a maximumspeed of 90km/hr.

Rolling Stcok Division had a programme to equip these cars with more modern BP x28020 bogies removed from surplus FM vans. These bogies require less maintenance, provide a more comfortable ride, and cars so equipped are permitted to operate at 100km/hr. This programme has ceased with the formation of the Rail Passenger Group. [Letter of 18 July, 1990, refers.] 252 Passenger Train Speeds (Continued)

If the entire operationa Mastertonl fleet was converted, it could be operated at 100km/hr.

253 Train Services, Etc

31/10/1873 Auckland – There are no less than three engines on the line (with another to be ready this week), that every siding is full of new wagons fitted up for use, in Parnell and Newmarket some first class polished teak carriages, standing without any kind of shelter as there is no a shed to put them in.

20/12/1873 Auckland – The railway was officially opened today between Auckland and Onehunga. Four saloon carriages were put on, and a trip made at the invitation of Messrs Brogden.

15/10/1875 Riverhead to Helensville line – There are six English built cars similar to those used on the Onehnga line. One of them is a first class cars, two are composite, and the other three are second class cars.

23/9/1876 Yesterday the Waiareka branch line was the scene of operations. At 9.30 the engine Weka, with a saloon attached, left Oamaru for Queen's Flat. The day was unsuitable for either an inspection or pleasure trip, the wind and dust being something terrible. It was so bad when the train arrived at Whitestone that the gale actually blew the gravel ballast against the carriage windows.

1/1/1878 Excursion train to Kaitoke left Wellington with thirteen cars and was drawn by the double Fairlie locomotive. At Upper Hutt seven of the cars were detached as more than half the passengers had left at various stations along the Hutt Valley.

4/1/1879 Seventeen cars will come through from the South today. They are intended for the Christchurch section of the railway.

4/3/1881 The Whangarei – Kamo Railway was opened for traffic yesterday with a passenger train of four carriages.

22/11/1884 Line to Tokomaru completed. On Tuesday an inspection trip was made of the line.

29/1/1885 Excursion train from Christchurch to the Waimakakiriri Gorge required thirty-four cars and three engines to take the passengers.

29/1/1886 Four wagons derailed at Silverstream but cars attached to train not derailed.

5/4/1888 Arrangements have been made between the Manawatu Railway Coy and the Government by which through passengers to stations on the New Plymouth and Wanganui line are no longer required to change cars at Longburn Junction.

11/3/1893 Lower Hutt - Hutt River overflowed and residences on the banks were in danger during a severe storm. The occupants were removed in boats and took refuge in the railway goods shed and carriages.

11/5/1908 Particulars of the new cars comoleted, or in course of preparation, for the main Trunk Railway:

50 foot first class sleeping cars - 8 50 foot first class cars - 10 50 foot second class cars - 22 50 foot refreshment cars - 4 253 Train Services, Etc (Continued)

50 foot postal cars - 4

16/2/1940 It is necessary to run a composite car on the Auckland – Opua express, which car, in addition to a second class car, is detached at Otiria Junction for Okaihau.

21/8/1940 Wellington - The following cars may require to be run next to a covered gangway equipped main trunk car:

56'-0” De Luxe sleepers – these are in regular use on “Limited” expresses and run next to the 56'-0” covered gangway equipped firsts or semi-sleepers.

50'-0” Old 20-berth sleeper, now coupe cars – these run in the Napier and New Plymouth expresses for the use of judges and parties, etc. It is understood proposals are under way for the 56 foot covered gangway equipped cars to be put into these services, but that the Traffic Branch desires to retain these coupe cars in the services also.

50'-0” Old Main Trunk Cars – a larger number of these cars, both firsts and seconds, are scattered throughout the North Island and are used at busy periods for strenghthening Main Trunk expresses, also trains like the Napier and New Plymouth. Recently instructed that only Main Trunk recessed end cars (BP x25120) are to be used for coupling to covered gangway cars, and it is not seen that the Traffic Branch will be able to adhere to this instruction, particularly at rush periods. With the conditions that arise at Christmas, Easter, etc, and the strenghthening of expresses at places like Pallmerston North, Marton, Napier, and Aramoho which is likely to take place at any time it appears to be too much to expect the Traffic Branch will be able to keep strictly to the instruction.

50'-0” Main Line Car BP 4271 } These are modern wide window steam heated and elec- 47'-6” Main Line Car BP 5235 } tric lighted cars such as are now running in the Napier and New Plymouth service, and the same remarks apply as to the old Main Trunk cars.

18/1/1954 Wellington - On this day train No 645 consisted of the following:

ED 104, A 451, AA 1056, F 506, A 1417, A 996, AA 1012, A 1322, AA 1146, A 534, AF 1046, AA 1136, AA 1013, AA 1023

18/9/1987 During the week ten passenger cars were stored at Kinlieth and required watering and re- marshalling.

254 Midland Lake Paint

30/5/1933 To Addington Workshops – Arrangements have been made with Messrs Lewis Berger & Sons Ltd to manufacture ten gallons of Midland Lake No 2, and this will be supplied early.

255 Miscellaneous

3/6/1846 Galvanised India- rubber is now made use of to supersede steel in the buffer springs of railway and other carriages. 255 Miscellaneous (Continued)

18/2/1918 On the New Zealand Railways it has been the practice to thoroughly clean, exam, test, and then tar the Pintsch Gas Reservoirs and wrought iron Auxilliary Westinghouse Reservoirs in use on rolling stock, at intervals of three years.

30/4/1930 To Otahuhu Workshops – Re: danger signs in connection with passengers leaning out of windows. Advertising in cars.

256 Patea-Manawatu Railway

20/1/1879 R E Tingey – alterations to cars - £20.4.6.

2/1879 Altering second class car to first clas - £59.10.0.

257 Vickers Train Lighting Sets

29/10/1917 Vickers Train Lighting Sets – The order of 28 March, 1916, was executed and the parts shipped per ss Tongariro which vessel was subsequently wrecked.

Messrs Blair Reed & Coy were requested to repeat the order and cabled to their Pricipals on 23 September, 1916.

When enquiry was made by Messrs Blair Reed & Coy some months after the order had been placed, they were informed that a Priority Certificate was required, and the necessary application forms have been forwarded to the Munitions Department.

There is therefore little likelihood of the material being delivered for some months.

258 Condtion of Hutt Valley Cars

11/7/1887 Wellington – The complaints made on Saturday relating to the habitually dirty state of the cars from the Upper Hutt were entirely without foundation. It is true that on that occasion they were not in irreproachable condition, but they were only sent from Petone Workshops late on the previous day, and time did not allow of more attention being paid to them.

For the past few weeks a marked improvement has been taking place in the state of the same cars, which has been appreciated by passengers, as well as noticed by officials.

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