Planning The 1953 Taita Stage One Timetable

This page summarises some of the issues considered when the 1953 Wellington - Taita electric services timetable was being compiled. For comparison I have added some data relating to the proposed 2001 timetable.



Background

The 1953 data is based on an undated planning document which was probably written in 1952 or 1953. The document discusses the Hutt Valley Electrification Stage one timetable. Stage one was electric services to Taita. Services to Upper Hutt (via Melling) are also discussed.

The proposed peak timetable matches the 12 October 1953 public timetable closely although there are differences of a few minutes in some departure and arrival times.

The planning document refers to TSO Diagram 1953/1 ( I have not located a copy of the diagram ) and the information contained in it is clearly a proposal - probably one of many such documents prepared at this time.

On this page the term morning peak covers the period 7am to 9am and the term evening peak from 4pm to 6 35pm. These are the periods used in the 1953 planning document.



Capacity

Table A - Summary

  Number of Trains Number of Seats
(Proposed)
Number of Seats
(Present)
Number of
Passengers
(Present)
Morning Peak        
1953 14 7650#
7800#
7740 6550
2001 17 * * *
         
Evening Peak        
1953 16 7300 7029 5720
2001 20 * * *

# Alternatives
* Data not available



Table B - 1953 Proposed Peak Hour Trains Arriving At Wellington

Train
Number
Existing
Train
Number
Class of
Train
From Arrives
Wellington
a.m.
Proposed
Seating
Present
Seating
Present
Average no. of
Passengers
1701 1701 MU Pass. Taita 7.14 400 353 225
735 735 De Pass. Upper Hutt 7.25 250 475 175
2701 # 1811 Ew Pass. Taita 7.37 750 # 750 600
1703 # 1811 MU Pass. Taita 7.37 600 #    
2703 1703 Ew Pass. Taita 7.40 900 815 750
729 729 De Pass. Upper Hutt 7.45 750 834 700
1705 1743 MU Pass. Taita 7.52 600 767 550
2743 1759 Ew Pass. Waterloo 8.10 600 542 575
767 767 De Pass. Upper Hutt 8.15 750 486 425
2705 1705 Ew Pass. Taita 8.17 800 1000 975
747 747 MU Pass. Lower Hutt 8.22 200 353 325
1791 New MU Pass. Waterloo 8.25 400 New New
1709 1815 MU Pass. Taita 8.40 600 475 400
743 743 De Pass. Upper Hutt 8.45 400 415 350
1711 1707 MU Pass. Taita 8.52 400 475 500
        Totals 7800#
7650#
7740 6550

# Alternative services.



Table C - 1953 Proposed Peak Hour Trains Departing From Wellington

Train
Number
Existing
Train
Number
Class of
Train
To Leaves
Wellington p.m.
Proposed
Seating
Present
Seating
Present
Average no. of
Passengers
1746 1718 MU Pass. Taita 4.03 400 450 400
806 806 De Pass. Upper Hutt 4.15 250 465 400
1748 1824 MU Pass. Taita 4.33 400 204 175
804 804 De Pass. Upper Hutt 4.45 400 416 370
2720 1720 Ew Pass. Taita 4.50 900 983 700
1750 1816 MU Pass. Taita 5.2 600 750 550
810 810 MU Pass. Melling 5.5 200 275 150
2722 1734 Ew Pass. Taita 5.11 600 542 500
808 808 De Pass. Upper Hutt 5.15 750 667 600
1752 1722 MU Pass. Taita 5.20 600 850 800
1754 New MU Pass. Taita 5.33 400 New New
820 820 De Pass. Upper Hutt 5.45 250 204 175
2724 1724 Ew Pass. Taita 5.50 800 600 580
1756 1726 Mu Pass. Taita 6.03 400 475 250
822 822 De Pass. Upper Hutt 6.25 150 148 70
1760 New MU Pass. Taita 6.35 200 New New
        Totals 7300 7029 5720



The following tables, D and E, have been added to put the 1953 data in perspective. They list peak hour trains in the proposed 2001 timetable. I do not have any information on number of seats or passengers so the relevant columns in these tables are currently blank.


Table D - 2001 Peak Hour Trains Arriving At Wellington

Train
Number
Type
GM or EE
From Arrives
Wellington
Seats Passengers
2607   Upper Hutt 7.00    
5613   Melling 7.07    
4611   Taita 7.10    
2609   Upper Hutt 7.21    
5617   Melling 7.32    
4613   Taita 7.35    
2611   Upper Hutt 7.40    
4615   Taita 7.50    
5619   Melling 7.58    
2613   Upper Hutt 8.00    
4617   Taita 8.15    
2615   Upper Hutt 8.20    
5621   Melling 8.23    
4619   Taita 8.30    
2619   Upper Hutt 8.40    
5625   Melling 8.47    
4621   Taita 8.53    
      Totals    


Table E - 2001 Peak Hour Trains Departing From Wellington

Train Number Type
GM or EE
To Leaves Wellington Seats Passengers
4658   Taita 4.01    
4660   Taita 4.13    
5660   Melling 4.15    
2660   Upper Hutt 4.22    
4662   Taita 4.34    
5662   Melling 4.39    
2662   Upper Hutt 4.45    
4664   Taita 4.55    
2666   Upper Hutt 5.06    
5666   Melling 5.08    
4666   Taita 5.12    
2668   Upper Hutt 5.21    
5668   Melling 5.30    
4668   Taita 5.32    
2670   Upper Hutt 5.45    
4672   Taita 5.53    
5672   Melling 5.59    
2672   Upper Hutt 6.05    
4674   Taita 6.18    
2674   Upper Hutt 6.35    
      Totals    



Car Stock

The following passenger car stock, suitable for suburban services, and some of which was held spare for holiday requirements, was considered adequate:

Table F

Number   Type Seats
38 50 ft Old Main Trunk Cars 51 or 52
21 50 ft Suburban cars 63 - mu type
12 50 ft Suburban cars 60 chair seats
2 50 ft Suburban cars 68 - 28 Scarrett, 40 cross
17 50 ft Suburban cars 72 cross
4 47 1/2 ft Suburban cars 60 mu type
16 47 1/2 ft Suburban cars 72 cross
7 47 1/2 ft Car-van 26 - 28

Eight 60 ft 88-seater cars and two 72 -seater car-vans were to be retained in the meantime but not used regularly because of their poor riding qualities.

Some of the 46 or so 37 seater main-line cars were to be used outside of holiday periods on the lighter Upper Hutt trains.

Should more cars than this be required they were to be selected from the best 47 1/2 ft chair seated stock left. The remainder of the old 44 ft and 47 1/2 ft cars allocated to Wellington were then to be withdrawn for scrapping.




EMU Stock Required

Table G

  Number of EMU Cars
Morning Peak  
1953 42
33 - note 1
2001 note 2
   
Evening Peak  
1953 33
2001 note 2

Note 1: Fewer EMU cars would be needed if 2701 ran rather than 1703 (see Table B ). 2701 was an "Ew" train.

Note 2: Data not yet available




Maximum Speeds And Running Times

The running times used in the compilation of the proposed 1953 timetable were based on a maximum speed of 45mph for multiple-unit electric trains and for trains hauled by "Ew" or "De" locomotives. The planning document contains the interesting sentence:
"This has necessarily resulted in slightly longer journey times between Taita and Wellington than were originally contemplated"

The following allowances were used in compiling the timetable:


Table H - Allowances

  3 car MU (minutes) "Ew" + 300 ton train (minutes)
Acceleration 0.4 0.6
Deceleration 0.2 0.3
Standing Time (at station) 0.5 0.4

The average standing time for locomotive-hauled trains was fixed at less than that for multiple-units for two reasons:

  1. Time does not have to be allowed for the opening and closing of the doors.
  2. The locomotive-hauled trains will be confined to peak hour service when pram and luggage traffic will be light.

The following standard schedule times for Taita - Wellington and Wellington - Taita trains were adopted in compiling the 1953 timetable. For comparison I have added the time from the proposed 2001 timetable:/td>




TABLE I - Standard Schedule Times

  MU Non stop (minutes) MU Stops all stations (minutes) "Ew" + 300 tons Non stop (minutes) "Ew" + 300 tons Stops all stations (minutes) 2001 timetable Stops all stations (minutes)
Taita - Wellington 21 32 22 35 30
Wellington - Taita 21 32 22 35 30



Regular Interval Timetable

Apart from peak hours, the proposed 2001 timetable is based on regular intervals. This was not quite the case in 1953.

Departure times from Taita were 20 and 50 minutes past the hour until 10.20pm. After this time departures were 10 and 40 minutes past the hour.

If a Wellington - Taita train stopped at Ngauranga and Kaiwharawhara the Wellington departure times were adjusted to 3 and 33 minutes past the hour ( "..in order to keep the Petone-Taita times in their proper place." ). The normal times were 5 and 35 minute past the hour, which are also the current and proposed times.

The planning document does note, however, that most trains are scheduled non-stop between Wellington and Petone on the assumption that a limited bus service would be continued between Wellington and Petone.




Train Numbering

All Wairarapa, Lower Hutt and Upper Hutt trains were to retain their existing numbers.

Trains on the Hutt Valley Line were to be renumbered as follows:

  • Multiple-units to Taita 1700 - 1789.
  • Multiple-units to other destinations on the Hutt Valley Line 1790 - 1799.
  • Locomotive hauled passenger trains to Taita 2700 - 2739
  • Locomotive hauled passenger trains between Wellington and Woburn, Waterloo, or Hutt Workshops 2740 - 2749.

It was recommended that this renumbering scheme be extended to all remaining Wairarapa Line services when electrification was extended to Upper Hutt.




Stabling Of Stock

Provision was not made in the diagram for the return of the three locomotive hauled trains to Wellington in the evening. It was suggested that they be stabled at Taita overnight.

The diagram provided for at least 15 multiple-unit cars to be stabled at Taita overnight.

In the 1970s locomotive stock was stabled at Taita overnight. I do not know if multiple-units were ever stabled there.




Bus Services

It was proposed that the basic off-peak service of one train and 11 buses per hour each way between Wellington and the Hutt Valley be changed to between two and three trains and four buses per hour under the new arrangements.

The proposed bus service was (per hour, each direction):

Wellington - Taita   2
Wellington - Lower Hutt then "via an established route to a suitable destination"   2
Petone - Taita - Upper Hutt   2   (Prior to 1953 timetable these buses ran from Wellington).

In addition, there were services from Wellington to Waiwhetu via Petone and Woburn Road, and from Wellington to Upper Hutt via the Western Hutt Road. These services were not covered in this scheme.

The planning document contains the intriguing statement:

".this possible scheme is not submitted as a final answer to the problem, but rather as a basis for discussions and further elaboration."

What the "problem" was is not stated.




Miscellaneous

  • The slack in the multiple-unit "all-stations" schedule was 2 1/2 minutes and in the Ew 300-ton train "all-stations" schedule was three minutes.
  • Two De locomotives were surplus in Wellington at 9am so one or two additional off-peak Upper Hutt services could be considered.
  • No provision was made for an "all-night" service but one could easily have been arranged if a crew were available.
  • The 6 20am from Taita was provided to meet the steamer express from Lyttelton and No. 227 from Auckland.
  • It was considered desirable to remove No. 674 railcar out of the peak period and to hold No. 2722 (see Table C) to leave Wellington at 5 13pm to spread the traffic more evenly.
  • Stock was available to "fill in the gap" between the 6 3pm and 6 35pm Wellington - Taita trains if desired. There was mention of possible criticism of this gap.
  • One of the Waterloo - Wellington trains could most conveniently be dispatched from the up platform. Means should be provided for transferring the other train to the down platform to avoid delay to a following up train.
  • Some Upper Hutt trains were timetabled to set down and pick up passengers at Defence Siding, Trentham. No provision was made for any trains to stop at Silverstream bridge - which would shortly be by-passed.



References

  1. Hutt Valley Electrification: First Stage Proposed Timetable. Box 33 - Hutt Valley Line. NZRLS Archives Ava.
  2. Information from Tranzrailphotographers Yahoogroups mailing list.
  3. Taita As A Sub-Terminal Station. DKG Greenhill New Zealand Railway Observer Number 179 Spring 1984



Last Updated: Tue Nov 7 08:02:10 NZDT 2006

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