Wellington Railscene

The Wellington Cable Car has just about iconic status in Wellington. It links the suburb of Kelburn with the city centre.
The city terminus is off Lambton Quay in an underground station. From there the cable car runs through a tunnel, then is crossed by the motorway, before plunging into yet a further series of tunnels. It passes Victoria University at Salamanca Road. [Oct 2023].
The original cable car system was installed in 1901 and began operations in 1902. Two cable grip trams where bought from Mark Sinclair in Dunedin. These were operated in a manner that combined grip cable-car and funicular systems. It was closed in September 1978 to be replaced by a new system. The old cable-car in the museum at the top terminal. [Oct 2023].
The current system was designed by the firm of Habegger from Thun, Switzerland, and was opened in 1979. It is a true funicular railway. The two cars cross on a loop at the centre of the line. [Aug 2009]
In 2013 a brand new modern terminal was built in Kelburn, which looks out of place with the traditional funicular. The cable car goes past some nice kowhai trees near the upper terminal. [Oct 2023].
This is the view of the Wellington Cable Car near the top terminal from the southern side. [Oct 2003].
The view from the Kelburn cable car terminal continue to draw tourists to the area. That was true when I lived in the area in 2003. [Oct 2003].
It was still true when I visited 20 years later. The cable car is an important attraction in Wellington. Despite the steep prices tourists flock to it. [Oct 2023].
Once upon a time there were trams in Wellington. The trams were put out of service in 1964. In Queen Elizabeth Park at Mackays Crossing some of the trams are preserved at a museum which also operates to the beach. [Jan 1996].
The tram terminus at Mckays Crossing is near the entrance to Queen Elizabeth Park. Not far from the tram workshop is this ticket office with kiosk. [Jan 2020].
Twenty-eight Fiducia trams were built in Karori between 1935 and 1952. Tram 260 was the last tram built in New Zealand. It entered service in 1952. [Jan 2020].
From 1982 to 2012 most of the Capital's suburban trains were operated by electric two-car units, introduced from 1982. They were built by the Hungarian firm Ganz-Mavag. The Wellington system is electrified at 1500V DC. Here is a Ganz-Mavag unit in the original colours at Mackays Crossing. [Jan 1996].
From the late 1990s the Ganz-Mavag trains were upgraded and received a new light blue TranzMetro livery. A train at Mackays Crossing. [Sep 2008].
A special steam train races past a Ganz-Mavag unit at Mackays Crossing. [Oct 2008].
A Ganz-Mavag unit arrives in Paekakariki. Suburban trains ran frequent services to Paraparaumu on the Kapiti Coast, to the Hutt Valley along the waterfront, and along the Johnsonville line, though on that last line no Ganz-Mavag trains could be run. [Sep 2008].
Between Paekakariki and Pukerua Bay road and rail cling to a narrow ledge between sea and cliff. There's not much space and the cliff rises very steeply. From the Paekakariki Hill Road I observed these two trains meeting each other on the short section of double track. [April 2004]
Wellington is the proud home of the studios that brought the world the cinematic trilogy "The Lord of the Rings". To celebrate the release of the last movie "The Return of the King", an electric multiple unit was decorated with "Lord of the Rings" characters. On this occassion it was on its way from Paraparaumu to Wellington, plunging into one of the tunnels near Pukerua Bay. [April 2004]
The railway line climbs gradually from Paekakariki to Pukerua Bay, leading through several tunnels. For several kilometres the line is only single track as it winds its way along the steep cliff. Here a train makes its way up the incline towards Wellington high above the waves of Pukerua Bay. [Aug 2008]
At Muri the line becomes double track again all the way to Wellington. A train has just departed Muri and heads towards Paekakariki. [Aug 2008].
The electric multiple unit with Lord of the Rings signage approaches Plimmerton from the south. [April 2004].
A train of Ganz-Mavag units crosses the Paremata inlet on its morning run to Wellington. [May 2004].
A train of three Ganz-Mavag two-car units approaches Porirua from the north. [Apr 2009].
EM 1396 leaves Wellington heading towards the Kapiti Line. It is travelling through Kaiwharawhara, a station that was closed in 2013. [May 2009].
The Ganz-Mavag trains were withdrawn by 2016. Some were sold to Africa, some were sent to a landfill and destroyed, some were sold or given to preservation. This unit still stands in the Wellington railway yards, where it has been attacked by grafitti vandals. [Jan 2020].
At a time when the Ganz-Mavag units were still in regular use, a train stands in the Wellington yard together with a various locomotives and wagons. The two DBR locomotives 1200 and 1247 were often used to bank freight trains to and from Paekakariki. [Nov 2008].
The Hutt Valley Line runs along Wellington Harbour, which is visible behind this train travelling near Ngauranga. [Mar 2009]
Between Wellington and the Hutt Valley, there is little space between the sea and the hills. The motorway and the rail corridor run beside each other between the Harbour and the hills. On rough days trains may have to pass through the spray as waves roll against the shore, but the harbour is as calm one sunny Sunday morning, as an EMU makes its way towards Upper Hutt. [Mar 2004].
While the motorway is full of cars during rush hour, this Ganz-Mavag train speeds along the track towards the Hutt Valley. [Mar 2009]
This is what the Ganz-Mavag multiple units looked like inside, at least after the refurbishment that was undertaken from 1995 to 2002. They appeared quite angular, but were relatively comfortable. [Nov 2010].
A train from Wellington crosses the Hutt River near Ava in the early morning sun. [Mar 2004].
The centre of Lower Hutt is not near the railway line. Therefore, the main interchange is Waterloo Station, where buses depart for destinations throughout Lower Hutt, including Wainuiomata. A Ganz-Mavag arrives at Waterloo Station. [Nov 2010].
A Ganz-Mavag multiple unit speeds along the flat, straight line of the Hutt Valley near Epuni. [Nov 2003].
A train consisting of three Ganz-Mavag units arrives at Taita in the Hutt Valley. [Nov 2010].
The line along the Hutt Valley crosses the Hutt River several times. One of the higher bridges spans the river between Pomare and Manor Park. A relatively dirty EMU is seen crossing the bridge in late summer. [Jan 2004]
A Ganz-Mavag unit departs from Manor Park. [Apr 2004].
Hemmed in by hills and the sea the Hutt Valley is a flat expanse of land. However in Silverstream the hills flow more gently into the valley. And right beside the railway line is a little knoll with a church, standing out from the flat land around. Trees and shrubs surround the church. Standing in the driveway, one can nevertheless see the trains haste past. [Jan 2004]
A few multiple units built by English Electric in the 1940s and 1950s still provided peak time services until 2012, especially on the Hutt line to Taita. They may rattle a bit louder and the seats are not as comfortable, but they still provide a good service and have an atmosphere all of their own. Where else can one still regularly ride in 1950s vintage cars? Here, a train has just stopped at the Waterloo Interchange, returning back to the city after working a service to Taita. [Dec 2003]
In the morning one of the old units rumbles over the Bridge across the Hutt River near Ava. It is on its way to start yet another run from Taita to the city. [Mar 2004]
The front of the old electric units later had to be painted yellow. Such a unit passes through the station of Kaiwharawhara. The Interislander ferry can be seen in the background. [May 2009].
Some of the English Electric units had been refurbished in the 1980s and operate as two-car units on the suburban line to Johnsonville. This used to be the main line out of Wellington until 1937. After a new line with two long tunnels had been built, the track to Johnsonville was kept as a suburban railway line and electrified. As the tunnels on the line are very tight and the curvature is extreme, the old units with a smaller profile are used to provide the service. Here a train passes the hospital and rest home in Crofton Downs. [Apr 2004]
The terminus is right next to the Johnsonville shopping centre. There is just the single track and a basic platform with a shelter. Late one afternoon an electric unit waits at the Johnsonville terminus ready to return to Wellington. [Apr 2004]
From 2003 onwards, the English Electric units on the Johnsonville line were refurbished again. They received a new blue livery, similar to that of the Ganz-Mavag units and new seats. Here one of these trains departs Simla Crescent Station. The trains were in service until 2012 when they were replaced in 2012 by the new Matangi units. [Sep 2008]
The trains crossed at Ngaio. Usually the train to Wellington arrived first and waited on one track until the train towards Johnsonville arrived. As the driver's cabin was at the right side of the front end, passengers could look through the left front window. Here is the view of the Johnsonville-bound electric unit arriving at Ngaio as seen from the other train. [Sep 2008]
The crossing of the trains at Ngaio could also be seen from above. Here is the view from Mt Kaukau. The train to Wellington is sitting at the platform on the left, while the train to Johnsonville has just entered the loop and is about to stop at the platform. [Apr 2009]
The winding and steep route through the Ngaio Gorge was originally the main line out of Wellington. For decades it was operated by steam engines. In the 1930s two tunnels were built from Kaiwharawhara to Tawa. Main line trains could now avoid the steep inclines and tight curves. But the line to Johnsonville was kept and electrified, now used as a commuter line to serve the suburbs in the area. In the late 20th century it mainly served to carry bureaucrats to work in the city centre during week days. Here a train rounds a curve as it approaches Crofton Downs. [Sep 2008].
On a sunny Sunday afternoon a train makes its way towards Johnsonville through the Ngaio Gorge. By then the trains on the Johnsonville Branch were run throughout the week, no longer serving just as commuter trains, but part of the overall public transport serving the north-western suburbs of Wellington. [Sep 2008]
A train travels across an embankment above the Ngaio Gorge. [Sep 2008].
Another train winds its way through the Ngaio Gorge. The houses of Wadestown cling to the steep hillside above. [Apr 2004].
The view of the Ngaio Gorge from Wadestown. [Mar 2004].
A Johnsonville Line train arrives in Wellington. The Johnsonville line trains usually stayed on the western side of the Wellington Station area. This train is still in the olive green and cream livery from the 1980s. [May 1994].
After several oil price rices, patronage on trains in the Wellington region increased to such a degree that they were often overcrowded. To increase capacity the Wellington Regional Council had several English carriages upgraded for commuter use. In addition, three Eo locomotives, which previously hauled trains through the Otira Tunnel in the Southern Alps, were refurbished and used on this commuter train. Here, the train runs along Wellington Harbour towards the Hutt Valley one afternoon. [Mar 2009]
EO 74 leads her train of rebuilt carriages along a snaking path out of Wellington Railway Station. [Mar 2009].
Two EO electric engines bring their train from Upper Hutt through Kaiwharawhara into Wellington in the morning. [May 2009].
The train set worked one train from Upper Hutt in the morning, then another train to Plimmerton return, and finally another train to Upper Hutt from Wellington in the evening peak hour. Here, the afternoon train departs from Taita in the Hutt Valley. [Nov 2010].
Usually two engines worked the train, one on either end. The engine at the back of the train helps to move the train out of Taita. [Nov 2010].
The Matangi Electrical Multiple Units, built by Hyundai Rotem and Mitsui in Korea, were introduced into service from late 2010 onwards. A train at Mckays Crossing. [Jan 2020].
Until 2010 the line between Mckays Crossing and Paraparaumu was single line and the highway crossed the railway line here on a level crossing. Now the railway line is duplicated and the highway is a four-lane motorway. A Matangi train at Mckays Crossing travelling southward. [Jan 2020].
Each Matangi two-car unit consists of an FP power car and an FT trailer car. An electric multiple unit travels past Queen Elizabeth Park between Paekakariki and Mckays Crossing. [Jan 2020].
A Matangi unit near Paekakariki, as seen from Paekakariki Hill Road. [Jan 2020].
Between Paekakariki and Pukerua Bay the railway line travels between the State Highway, which runs directly along the coast, and the steep hills to the east. Soon the main state highway will no longer go along the coast, but rather through a valley further east. The road along the coast will then become a local road and the traffic congestion in Wellington will become even worse. [Jan 2020].
There is also a single-line section near Pukerua Bay, as the railway line travels through several tunnels. But closer to Paekakariki the line has double tracks. This section of the line is always susceptible to rock slides and extreme weather. [Jan 2020].
There are some beautiful views from the train along this railway line. [Jan 2020].
A Matangi train arrives in Pukerua Bay with the FT (trailer) unit leading. The FT unit has low-floor entries and a low-floor central section. The FT cars have 71 seats; the FP cars have 76 seats. There is additional capacity for standing passengers. [Jan 2020].
A Matangi train just south of Pukerua Bay. [Jan 2020].
The Māori word Matangi means wind. The word was chosen after a local naming contest. It was considered appropriate for Windy Wellington. A Matangi train near PUkerua Bay. [Jan 2020].
The first 48 Matangi trains entered service by November 2012. They all have numbers beginning with the digit 4. FP4414 arrives in Mana. [Jan 2020].
The Greater Wellington Regional Council had initially planned to refurbish the Ganz-Mavag fleet. Hyundai Rotem approached the Regional Council and offered them additional Matangi units at an attractive price. The Greater Wellington Regional Council decided to buy 35 Matangi units and retire all Ganz-Mavag units. These units entered service between August 2015 and September 2016. This second batch has numbers beginning with the digit 5. FT5298 arrives in Mana. [Jan 2020].
Wellington is built on hillsides and the valleys in between. That makes it like many small towns close together. In the north the suburbs among the hills are well connected by railway lines. A Matangi train near Takapu Road Station. [Jan 2020].
As part of a rail upgrade beginning in 2008 and lasting over ten years, the wooden catenary poles were upgraded with metal masts. A train arrives at Takapu Road Station. [Jan 2020].
Just north of Takapu Road Station the railway line crosses the Porirua Stream. On this day workers were just taking down the scaffolding from the bridge, as a suburban train passed. [Jan 2020].
This is the view of the bridge over Porirua Stream from the east. While I was waiting for the train I enjoyed watching the eels (tuna) in the stream. [Jan 2020].
A Matangi unit in Takapu Road Station. The next station to the south is now Wellington Railway Station, since Kaiwharawhara Station near the InterIslander Terminal has closed. The line passes through several tunnels between Wellington Railway Station and Takapu Road Station. [Jan 2020].
Off-peak and weekend services stop at every station between Wellington and Waikanae. During peak times there are trains between Wellington and Porirua that stop at every station. Other trains serve the outer suburbs. They run non-stop between Wellington and Porirua and then continue on towards Waikanae stopping at every station. A train near Takapu Road Station. [Jan 2020].
A Matangi unit drives through the Wellington railway yards to the Railway Station. In the lower part of the picture is the electric multiple unit maintenance depot. In the upper part is the Wellington Stadium. [Oct 2023].
A train from Waikanae arrives in the Wellington Railway Station. [Oct 2023].
During the off-peak Matangi units are stored near Wellington Railway Station. The units have Scharfenberg automatic couplers at the end, a feature that was introduced with the second batch and then retrofitted. The different materials of the cab and body can also be seen. [Jan 2020].
The Matangi electric multiple units also took over services on the Johnsonville line, which from 1938 to 2011 was served by the English Electric Dm-class units. A train travels along the Ngaio Gorge. [Jan 2020].
The Ngaio Gorge is quite steep and at places narrow. The railway line twists its way along the steep slopes through curves and tunnels. [Jan 2020].
When the Matangi trains were first used on the Johnsonville line, residents complained about the wheel squeal as the trains travelled around the many curves. Greater Wellington Regional Council first attempted to solve this issue by lubricating in curves. But this was not effective, as it hardly reduced the squeal and caused adhesion problems. The wheels of the second batch of Matangi units have dampers fitted, which better dealt with the issue. [Jan 2020].
In recent years the trees of the bush in Ngaio Gorge have grown, so that it is more difficult to take photos of the trains. Nevertheless, it is a pleasant bush area. A Matangi train in the Ngaio Gorge. [Jan 2020].
A Matangi electric multiple unit arrives at the suburban station of Crofton Downs, the first station on the Johnsonville Line. [Jan 2020].
The trains run on the Johnsonville every half hour throughout the day. During peak times two twin units are always coupled together to provide greater capacity. A train arrives in Crofton Downs in the early afternoon peak. [Jan 2020].
We'll continue our look at Matangi trains with the Hutt Valley Line. Petone is the first station in the Hutt Valley. A train from Upper Hutt arrives in Petone, passing a train that has just left Petone on its way to Melling. [Oct 2023].
In the afternoon a few trains from Wellington only go as far as Taita, stopping at all station. During that time trains to Upper Hutt stop only in Petone and Taita, before stopping at all stations between Taita and Upper Hutt. This train has terminated in Taita and is now returning to Wellington. In the evening golden hour it is ready to depart. [Oct 2023].
The sun has already disappeared when this train from Upper Hutt to Wellington arrives in Taita. [Oct 2023].
And it's definitely getting dark as these two Matangi units arrive in Taita on their way to Upper Hutt. [Oct 2023].
This internal view shows the low-floor area of a Matangi unit. [Mar 2013].
A Matangi unit arrives in Trentham. The Wellington Region has the best public transport in New Zealand and is an example of what could have been in other places. A 2018 study found that if other New Zealand cities had the same cycling, walking and public transport mode share as Wellington there would be considerable health gains and emissions reductions. [Mar 2013].
For peak hour traffic most trains consist of three multiple units. A train from Wellington approaches Wallaceville in the afternoon. [Oct 2023].
One of the new national control centres is now in Wallaceville. KiwiRail has leased a building in the new Blue Mountain Campus. The train passes that campus located at a former research institute. [Oct 2023].
A train consisting of Matangi electric multiple units stops at the modernised Wallaceville Station. The section between Trentham and Upper Hutt was double-tracked from 2019 to 2021. [Oct 2023].
The Matangi trains are owned by the Greater Wellington Regional Council. They are operated by Transdev Wellington under contract to the Greater Wellington Regional Council. The track is owned and maintained by KiwiRail, the state company that also operates train control functions. A train arrives in Wallaceville. [Oct 2023].
A Matangi train arrives in Upper Hutt, the eastern-most station of the electrified Wellington network. When we were there the dock platform was not used. Instead, the suburban trains used the main platform, which is also used for trains to the Wairarapa. [Oct 2023].
A Matangi unit is ready to depart into the night from Upper Hutt on a service to Wellington. [Oct 2023].
Several Matangi units are normally stabled in Upper Hutt overnight. These three units have arrived in Upper Hutt on a train from Wellington. They then drove a short distance further east on the mainline before slowly reversing onto the fenced stabling tracks. [Oct 2023].
But not all trains in Wellington are electrically powered. Now and then one can even observe a steam engine on special occasions. Here a streamlined J class locomotive crosses the Hutt River near Ava, returning from the anniversary celebrations of Christ Church in Taita. [Feb 2004]
Up the Hutt Valley in Silverstream, steam engines puff and smoke on the short line of the Silverstream Railway Museum. The entrance to the Museum is unfortunately quite far away from the Silverstream Railway Station and most visitors arrive by car. A small C class tank engine is about to depart with its train of red carriages. [Apr 2004]
The locomotive crew is making some checks to the small C class locomotive. In the background is an electric ED class locomotive, which used to run on the Wellington network until 1981. [Apr 2004].
C 132 has arrived back at the railway station. The line is only about 1 km long, so the return trip does not take long. [Apr 2004].
Diesel locomotives are being used for shunting in Wellington. DSC 2665 is at Wellington Railway Station, where it shunts passenger carriages. [Oct 2023].
A DSG locomotive travels along the railway yards to shunt waggons in the Port of Wellington. The line to the port runs past the stadium and under the walkway. [Oct 2023].
Freight trains are also hauled by diesel locomotives. DX5333 waits for a Ganz-Mavag unit to pass at MacKays Crossing, so that it can haul its freight train north towards Palmerston North. The line between MacKays Crossing and Paraparaumu wasn't double-tracked until 2011. [Jan 1996].
The commuter trains to Palmerston North and Masterton are diesel hauled. They link the capital to other urban centres and country areas in the Lower North Island. While the service to Palmerston North only runs Monday to Friday, trains also make their way from Masterton on weekends.

For the Capital Connection to Palmerston North carriage bought from British Rail were converted to modern carriages. Here the Capital Connection crosses the inlet at Paremata. [May 2004]

The Capital Connection carriages were repainted after KiwiRail took over the railway. Here they are at Petone on a special train from the Martinborough Wine and Food Festival in the Wairarapa. [Nov 2010].

The Wairarapa region is separated from Wellington by the steep Remutaka Ranges. The Remutaka Tunnel connects Wellington and the Wairarap and regular trains hauled by diesel engines connect the areas. One late afternoon a DC diesel hauls the train from Masterton past Maoribank, a suburb of Upper Hutt. In the distance are the Tararua Ranges, part of the mountain spine that runs through the whole of New Zealand. [Jan 2004].

The Wairarapa region with its largely flat landscape provides a far more productive soil than the stark Wellington hillsides. The climate is also gentler and not so much dominated by strong winds and heavy weather which blows across the sea in the Cook Strait.

The sun has just set behind the ranges, as the Sunday evening service from Wellington to Masterton skirts the fields after exiting the Rimutaka Tunnel. Passengers for Featherston will get their belongings together as the train starts to slow down for its next stop. [Feb 2004].

The carriages for the Wairarapa trains were also modernised, using the used British Rail carriages. The Wellington Regional Council commissioned the new carriages in their distinctive, European-looking, livery. An afternoon train powers away from Wellington towards the Hutt Valley and from there towards Masterton. [Mar 2009]

Between Wellington and Upper Hutt the Wairarapa trains run between the many suburban trains, only stopping in Waterloo Junction on the way. These days they are normally hauled by DFB locomotives. Here DFB 7322 hauls a train through Wallaceville. [Oct 2023].

From 1878 onwards the Rimutaka Incline crossed the Rimutaka Ranges (or Remutaka Ranges, as they have been called since 2017, requiring a centre rail to provide extra adhesion to engines and brake vans. In 1955 the Rimutaka Tunnel was opened to give more direct access to the Wairarapa from Wellington, making possible commuter operations. A train from the Wairarapa arrives in Upper Hutt. [Oct 2023].

DFB 7322 stands with a train in Featherston, the Wairarapa town closest to the Remutaka Tunnel. For a while in 2023 the line between Featherston and Masterton was upgraded. Trains ran between Wellington and Masterton during the morning and afternoon peak periods, but not during the day. Those trains ran only as far as Featherston. There passengers had to transfer to buses to the other Wairarapa towns. The trains were sandwhiched between two DFB locmotives that operated like a shuttle service between Wellington and Featherston. [Oct 2023].

The ride in the carriages on the Wairarapa trains is quite comfortable. And the view is also good. [Oct 2023].