NZR article on NIMT electrification

On 26 June 1986, the Evening Post ran a "Transport Review" segment focused on freight, below is the one page (minus ads) on the North Island Main Trunk electrification project (Te Rapa to Palmerston North) that was underway at the time.

Key points made were:

• Electrification was considered in 1949, 1950, 1954 and 1973
• Cabinet in 1981 approved the project
• At the time nearly half of all freight carried by rail was between Hamilton and Palmerston North
• The line was predicted to be saturated with traffic, restricted by the number of trains that could operate on the single tracked line and the power of diesel locomotives available at the time
• $10m was being spent at the time on easing curves and realignments to make maximum use of the speed increase available from electrification (enabling 1200 tonne trains at 40 km/h). 
• The total cost at the time was estimated to be $200m (it turned out to be around $360m).
• Stage one of the project (Palmerston North to Taihape) was well advanced, with work starting on stage two. Full operation was scheduled to commence in June 1988 (and it did).
• Noted was the installation of fibre optics for communications, because the conventional overhead railway copper wire signalling system would face interference from high voltage AC current. 
• Five level crossings were removed between Palmerston North and Feilding.

Ultimately, the project would require the Government to write off the debt, as the predicted demand did not ensue, not least because in 1982 the deregulation of land transport meant competition from road freight would reduce pressure on the network. In essence, the Railways Corporation would never save enough from lower train operating costs to offset the cost of capital for the project. Part of the restructuring of the Railways Corporation into NZ Rail Ltd in 1990, was the writing off of the debt for this project (in that it was taken over by the Crown in exchange for shifting the rail business into the new SOE).

 

New Zealand Railways Timetables of Principal Services for Tourists and Holidaymakers: 1 May 1984 - 3 November 1984 and to 30 April 1985

I know some people find timetables boring, so I have decided to post the next two covering the 12 months from 1 May 1984 to 30 April 1985, together because they have few real differences. This is a time of relatively little change for the Railways Corporation, given the Booz Allen report had been released, but the change of government from the 1984 General Election had not resulted in any major changes in policy as of yet. That was to come.

I am posting the same pages from each timetable in sequence so you can see what any differences are, as you will see above, the covers are virtually identical except for the dates.

Below, the inset has changed with a more colourful advertisement for Road Services depicting the front of the new Volvo B10M coaches including the reclining seats, which is much more of interest than the back of the coach. It also isn't focused on overnight like the previous ad.

The Northerner and Wairarapa services (including the Wellington-Masterton-Woodville-Palmerston North train) remain largely unchanged between the two periods.

The Wellington-Gisborne express is also largely unchanged. Of note for the Silver Fern is the first timetable reports the end of the "Blue Fern" locomotive hauled service on Wednesdays with the completion of the refurbishment of the Silver Fern railcars (one having been repaired after an accident, and it was decided to refurbish them all).  This also saw the end of Saturday Silver Fern services. The second timetable only has the Monday to Friday service.

The South Island rail services and the ferries are largely unchanged, although the Christchurch-Greymouth express is retimed to be on a slower schedule, 25-30 minutes slower depending on the direction of travel. It is unclear why.

The beginning of the Road Services section is largely unchanged between the seasons

Few changes also on the Northland pages of the Road Services timetables

The Auckland-Whangarei routes are largely unchanged, as are the Auckland-Wellington services, but the addition of Auckland-New Plymouth is new. with a daylight and an overnight service weekdays.

Auckland-Gisborne, Auckland-Tauranga, around East Cape and Hamilton-Tauranga largely unchanged

Coromandel, Tauranga-Wellington and Auckland-Napier services are little changed, but Wellington-Napier coach services have been added here, being an evening service from Napier to Wellington and an early morning service from Wellington to Napier (likely being parcel service based).

Wellington-New Plymouth services are moderately expanded, but the Masterton-Wellington coach services are mostly unchanged. Notable in the South Island is the extension of Christchurch-Kaikoura to Picton once a day, so there is an overnight Christchurch-Picton service and a morning departure from Picton, to meet different ferry services from the rail service.

The Christchurch-Dunedin-Invercargill trunk services have hardly changed, neither have the services over to the Glaciers from Christchurch or the top of the West Coast.

In Otago, there are some minor changes such as additional services on some days between Dunedin and Wanaka, but otherwise the network remains largely unchanged.

On the last pages the only change of note is that the second timetable depicts new coach routes between New Plymouth and Auckland, Wellington and Napier, and Picton to Christchurch.

Launch of the Capital Connection 1991 and the JP wagons

 

In April 1991, NZ Rail Ltd (the Railways Corporation having had most of its assets transferred to the new SOE in 1990 and having it debts wiped), started a commercial passenger rail service between Wellington and Palmerston North, weekdays, for commuters. Using the Cityrail brand that had been adopted for all commuter services in Auckland and Wellington, the difference was this service was not subsidised or under contract with any regional council.  It was an initiative from NZ Rail Ltd to grow the passenger business. It was introduced with a mix of different 56ft cars taken from other services including the Northerner and Southerner (in the 4 abreast late 1980s refurbished layout) with on-board catering (much unlike other commuter services). The single day return train was targeting Palmerston North, the Horowhenua and Waikanae, as well as passengers from Paraparaumu who wanted a faster service.

The service was a commercial success encouraging Tranz Rail to import secondhand ex. British Rail Intercity Mk2 coaches to be refurbished to upgrade the capacity and secure the operation of the service until comparatively recently.

Above is the information leaflet for the service noting the fare for a single trip was $17 then ($36 in today's prices comparable to the $35 full fare today).

The Dominion editorial noted below that alcohol was available on the return evening service, warning that people needed to respect this and not ruin it for everyone else. The article on 25 June 1991 noted the service was a "hit", reporting trains are 90% full. If proven popular it was noted that a full breakfast might be offered, and that the Wairarapa service would also be improved.

Finally an unrelated article pictures JP class portal frame wagons noting how much more capacity and competitive the new wagons were.

1984 NZ Railways travel promotional material

In June 1984 I sent off and received the following bundle of Railways travel promotional material, it included the Travelpass stickers and the "See New Zealand Our Way" stickers using the old Railways Department branding of Rail Ferries and Railways Road Services.

The Travelpass leaflet below advertises the primary multi-modal rail, coach and ferry pass product of the Railways Corporation at the time. It required separate reservations to be taken for all long-distance services.

It cost $160 ($638 in 2024 dollars) for 15 days and $240 ($957 in 2024 dollars) for 22 days of travel. Children 4-14 were half price and under 4yo free. Sleeping berths on the Northerner were subject to a surcharge

The map below depicts the main tourist routes, including interestingly such tortuous routes as Wairoa to Rotorua via the Ureweras.  Notable gaps being between Hawke's Bay and Taupo, Taranaki and Waikato, Nelson and Mount Cook, all serviced by then competitors to the Railways Corporation - namely Newmans Coastlines and Mount Cook Landlines. The images depict the Aranui, a Volvo coach and the Southerner.

Travel suggestions sought to promote the Travelpass to senior citizens, young couples, single young travellers and families, with a range of itinerary suggestions (including visiting Wairoa and going by coach to Rotorua). 

The Cook Strait Rail Ferries leaflet included the newly created brand "Searail" to cover the ferries and depicts the almost brand new ferry - Arahura -  on the cover.

The leaflet depicted outdoor and indoor seating areas, including the bar and even people smoking inside. This also included the connecting Picton-Christchurch express.

This last page on the Rail Ferry leaflet describes the facilities in summary, connections and the ferry timetable at the time.

The package of promotional materials included leaflets for all of the six long-distance passenger services with reservations.  I have already published articles with some of these as follows:

• Silverfern
• Northerner
• Wellington-Gisborne Express

In addition is a leaflet promoting the North Island Main Trunk focusing on the history, the engineering feats, the Mangaweka Deviation (opened two years earlier), promoting the route for scenery.

From the South Island, this leaflet promoted the Picton-Christchurch Express, depicting the recently refurbished 56ft cars. Interestingly it depicts it as a "travel bargain". but also notes that the Railway Station Restaurant at the (now demolished) 1960 station opened at 6:15am serving cooked breakfasts. It also contains the prose of the time describing the route of the train as "a harsh environment". 

The Christchurch-Greymouth express leaflet focuses understandably on the scenery, and the timetable showing the Monday-Saturday daytime services and the Friday and Sunday evening services. It also depicts the recently refurbished (at the time) 56ft cars, although it is unclear what many thought of promoting trains in the 1980s by saying they had carpets, lighting and a heating system!

The Southerner promotional leaflet highlighted the buffet car (the only train in the South Island at the time with onboard catering, and along with the leaflet on the South Island Main Trunk (depicting exactly the type of window seen on a Southerner car at the time) , promoting the line as scenic, and noting its history.