Taita - Wallaceville Signalling History

This page documents signalling and track layout changes from the north end of Taita to Wallaceville. Taita Station is documented on my Woburn - Taita  page.

Until 1954 the main line to the Wairarapa ran via Lower Hutt and Melling. In 1954 a single line was extended from Taita across the Hutt River to Haywards (now Manor Park). The Melling - Haywards section was closed. Shortly after the Pomare - Haywards Junction section was doubled and finally the double line extended to Trentham. Haywards Junction was north of Haywards - I believe that it is where the new line deviated from the old line to cross the Hutt River at a new bridge.

Local Instruction L194   describes the operation of Trentham station in 1976.

Upper Hutt - Taita diagram


The date is that on the S & I - not necessarily the date the changes were commissioned.

Haywards Junction?  Where were Haywards Station and Haywards Junction?.

September 1922  Automatic signalling with upper quadrant semaphores commissioned from Lower Hutt to Upper Hutt.

February 1954  Single line extended from Taita, across the Hutt River, to Haywards (now Manor Park).

Mid 1954  Taita to Haywards Junction Doubled. Also single line over new bridge???

November 1954  Mechanical signalling replaced at Trentham.

June 1955  Double Line extended from Manor Park (was Haywards) Junction to Trentham. Remaining semaphores removed.

July 1964   Normal position of 18 points at Trentham changed and cross-over at Silversteam removed.

December 1971   Changes to intermediates at Silverstream.

November 1976  Distances and signal numbers metricated. Up Departure signals at Trentham now jointly controlled.

September 1993   Trentham converted to a Local Control panel. Down Outer Home at Trentham removed and down signals modified.

August 1995 Express Freight speed boards installed at Trentham.

Where Were Haywards & Haywards Junction?

Today the locations of Haywards Station and Haywards Junction are not obvious. By studying S & I circulars it is possible to deduce the approximate location of these sites.

Haywards Station was approximately 230m north of Manor Park. Haywards Junction was 1070m north of Manor Park.

I cannot find a reference point that is common to the both 1950s Signalling & Interlocking ( S & I) Circulars and the current S & Is, but it is possible that Haywards Station was near intermediate signal 2392 and Haywards Junction near 2476.

September 1922

Automatic signalling with upper quadrant semaphores was commissioned between Lower Hutt and Upper Hutt, replacing tablet working. At Trentham an engager connected the points rodding to the 10 lever frame - when the station was unattended the loop points could be operated by levers adjacent to the points. It is possible that an Annett key was used with the engager - Train Advice 755 (20 March 1953) states that on 22 March 1953 the Annett keys will be removed and thereafter Trentham cannot be used for crossings when the station is unattended. Note however that the S & I (395, September 1922) states that Trentham is a switch-out station and that the signal-cabin must be switched in if the station is to be shunted. I do not know what year the 10 lever frame had been installed. Gantry mounted semaphores 1536 and 1537 have recently been restored by the Silverstream Railway.

September 1927

Defence siding altered and prison siding installed. A siding at Silverstream Hospital was in place between 1942 and 1945.

February 1954

A single line was extended from Taita to join the old line at Haywards (now Manor Park). The Melling-Haywards section was closed. Taita - Upper Hutt trains operated under Single Line Automatic rules, with searchlight signals between Taita and Haywards and upper quadrant semaphores from Haywards to Upper Hutt. North of Haywards the line crossed the Hutt River on the old wooden truss bridge, passed the Silverstream Hospital, and then on to Silverstream on the formation of what is now the Silver Stream Railway. Gantry mounted upper quadrant semaphores 1536 and 1537 (reinstalled by the Silverstream Railway in 2002) had been removed by this stage. The signalling and interlocking arrangements north of Haywards crossing loop remain unchanged. Taita is equipped as a switchout box but is permanently switched in. Trentham is a switch out signal box.

Mid 1954

I cannot find two S &I circulars in the sequence - 698 and 714. S &I 716 of 28th November 1954 cancels 714. Did 714 cancel 698? I suspect that 698 covered the doubling of the line to Haywards Junction (July 1954) and 714 the diversion of a single line to the new Silverstream bridge (November 1954). 716 documented changes at Trentham and contained the statement "On each side of Trentham the signalling and interlocking arrangements remain unchanged." In addition, S & I 726, which canceled 716, bought into use the double line between Manor Park Junction and Trentham. The diagram below is based on 716 but without the changes at Trentham. I believe that it represents the stage when the double line had reached Haywards Junction and a single line had been diverted to the new bridge.

Haywards Junction was a permanent signal box controlled from Taita. This required Taita to be permanently switched in. There is a switchlocked siding near Haywards. Was this for the construction work?

November 1954

Trentham was converted from mechanical signalling to searchlight colour lights. The signalling and interlocking arrangements on either side remained unchanged. Note the A-Lights on the 29 Up Home and 3 Down Home signals. Trentham was a switchout signal box.

From Haywards Junction to Upper Hutt there was a mixture of colour light and semaphore signals.

June 1955

The double line was extended from Manor Park Junction (was Haywards Junction) to Trentham. There is a switchlock controlled cross-over and two switchlocked sidings at at Slverstream - was Silverstream Station on a new site? Haywards Station has been replaced by Manor Park, approximately 230m to the south. All semaphores were replaced by colour lights. 1670 and 1669 intermediate signals at Silverstream are interlocked with the automatic half-arm road crossing barriers at at Whitemans Valley Road - the signals were cleared automatically by the approach of trains. Note that both signals were in advance of the crossings they protected.

At Trentham the two unit 7 Down Departure From Loop was replaced with a single unit Down Starting signal and single unit 8 Down Departure From Main replaced with a two unit Down Starting From Main. The "A" light was removed from 29 Up Home. The Up Departure From Main and Up Departure From Loop signals at Trentham were at all times controlled from Upper Hutt. When Trentham was switched out the following arrangements applied (no mention of CTC Trentham to Upper Hutt):

November 1959

Signals 1670 & 1669 are no longer approach controlled. The switchlocked siding at Haywards has been removed (was it used during construction?). The Defence siding cross-over has been removed. Because double unit signal 1760 no longer protects a switchlocked siding the A-light has been removed and the signal converted to Stop & Proceed. Trentham is a switch-out signal box.

July 1964

Normal position of 18 points changed. 18 traps and points indicator added. At Silverstream the service siding on the Down Main and the cross-over removed.

December 1971

Trentham a switchout signalbox. Up Departure signals 23A & 23ABC at Trentham controlled from Upper Hutt at all times. Intermediate signal 1655 at Silverstream moved to western side of down main. Intermediate signal 1669 at Silverstream removed.

November 1976

Distances and signal numbers metricated. Up departure signals at Trentham (23A & 23ABC) now jointly controlled by Upper Hutt and Trentham. Trentham a switchout signal box. Siding safety siding points now numbered 11 and worked by points motor rather than by rodding from 13 points.

September 1993

Trentham now classed as a Local Control Panel rather than a signalbox. Signal 2 Down Outer Home removed. 3117 converted to double unit Stop & Proceed signal. 3 Down Home moved to eastern side of line and A-light removed. Slow 50 board installed for down trains at 18 points. Silverstream and Defence switchlocked sidings have been removed. CTC Starts & CTC Ends boards installed to define limits of CTC territory. S & I circulars prior to this date stated that the Regulations for Automatic Signalling applied, with no reference to CTC.

In December 1987 the Camp road crossing had been closed and Sutherland Avenue crossing opened approximately 130m to the south. A new S & I circular was not issued. Signal 29 Up Home was moved approximately 60m south. 2786 intermediate on Up converted to a double unit Stop and Proceed and double unit signal 2838 removed.

August 1995

Express Freight speed boards have been installed. By 2002 the pilot keys had been removed. Train Advice 1297 (27/5/99) removes 4 groundlight, 13 traps and 24 low-speed light.

Last Updated: Sun Nov 12 06:17:21 NZDT 2006

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