49:
318:. Planning for the new Auckland to Wellington overnight express began in 1963, and the concept of the train as two sets of all stainless-steel sleeping carriage trains, the north and southbound trains, usually consisting of 10 sleeping carriages, five with double and twin ensuite rooms and five more sleepers with single bedrooms (16 beds per carriage), a licensed buffet carriage and a power carriage, never changed.
527:, with 12 of these carriages being designated "Twinette" (8 x two-berth cabins incorporating separate bathrooms/showers for each cabin) and 12 being "Roomette" carriages (16 x single-berth cabins with toilet and basin facilities). Passengers could purchase dinner, breakfast and other refreshments during the night, including alcoholic beverages and souvenirs in the
487:, which effectively meant the price from Wellington to Auckland was held at $ 18 from late 1971 to early 1976, use of the train was high in 1974-75 and 1975-76. In the late 1970s, the usual overnight patronage was only about 65 on most runs and only half the carriage stock was used for most of the year except during a few airline strikes.
723:) gauge for Thai and Malaysian railway lines. 24 carriages (19 sleepers, three buffet carriages and two power vans) went to Singapore where an extensive internal rebuild and fit-out, as well as exterior painting and badging, was undertaken by the new owners at their (then) newly-constructed maintenance depot on
423:
carriages were distinctive in New
Zealand in unpainted stainless steel, rather than the traditional red of NZR passenger carriages. Original planning for the train envisaged the sleeping carriages as the basis of new-standard NZR passenger trains of six carriages and van, seven units of 30 tons each
661:
delayed a decision, and—with the full expected cost of removing the blue asbestos and reconstructing the train having reached $ 20million—cancelled the conversion in line with the Booz Allen Report, which found modern railcar train-sets vastly more economical than small locomotive-hauled trains. By
474:
service broke new ground in New
Zealand by providing a whole onboard crew of stewards (sourced from the inter-island rail ferry service) who doubled as dining carriage staff at mealtimes. A great deal of study had been made of on-train meal provision, particularly of Deutsche Bahn and British Rail.
356:
said NZR workshops could build only four carriages a year, in addition to wagon building. NZR carriage production had finished in 1946 and the first class and sleeping carriage designs built by NZR between 1938-1946 would have been very expensive to build in small production runs and were too small
727:
land in
Singapore's Keppel Road rail yards. A 25th car also went to Singapore, and was stored unrefurbished for some years, but was scrapped when E&O moved its engineering workshop from Singapore to Johor. Since then the refurbished consist has operated a regular 5-star luxury cruise-train
365:
By 1960, NZR had concluded that stainless steel carriages, which reduced maintenance costs, including avoiding the need to paint were preferable, even though this was at a cost premium of 12–20%. That meant in 1970 a per-carriage cost of $ 100,000+ for
Japanese or Australian stainless steel
428:. The Silver Star carriages and a seated carriage version projected but never built in the 1970s to replace railcars were heavy carriages, weighing 38 tons far away from the light 25-ton, 55-foot stainless steel carriages recommended as the future by John Black in 1958, the standard on
624:
stock was withdrawn from service and blue asbestos insulation was found inside the coaches. The union workforce refused to work with the dangerous material, and the carriages lay parked in sidings for over ten years while their future was debated. In 1982, Minister of
Railways,
347:
Building carriages in New
Zealand was ruled out on time cost and quality grounds. NZR staff were preoccupied with rail freight van and wagon design and construction and this slowed the Silver Star design and meant both redesign and reconstruction of existing carriages for the
373:
said that two modern express trains were being designed for the NIMT, to have sleeper accommodation and a buffet carriage but not a dining carriage; to be introduced in three to four years. Travel time would be cut from 13½ hours to between 11½ and 12 hours.
742:
in Thames; two
Twinettes, two Roomettes, and two power vans. They had had their interiors stripped, asbestos removed, and were no longer on bogies, and put up for sale from December 2012 until 2016. All six were sold to individual buyers.
685:
intended to convert 27 of them into a luxury tourist train that would travel around both the North and South
Islands for NZ$ 1,000 per passenger. Nothing eventuated and all the carriages languished in Auckland for two more years.
442:
consisted of 38-ton carriages that would weigh 410 tons and contribute to heavy fuel use estimates and counted against the NZR business case for new trains between 1973 and 1976, with sharp increases in fuel costs after the
361:
were estimated by NZR Chief
Mechanical Engineer John Black in 1958 to have increased in cost from ÂŁ5,940 in 1941 to ÂŁ25,000 in 1958 for a second-class carriage, and from ÂŁ7,140 to ÂŁ35,000 for a first-class carriage.
264:
Designed as a "hotel on wheels", the service was unsuccessful and attempts to re-use the rolling stock were thwarted by the presence of asbestos in the carriages. NZR eventually sold the carriages to the
849:
629:, facing a cost of $ 7 million for the asbestos removal and modernisation of the carriages, as well as rail losses and demand for other new rail equipment, commissioned Boston consultants,
576:
did, which had much older rolling stock, and which had no onboard buffet service. It did have cheaper fares and three classes of accommodation. By refurbishing this train in 1975, to become the
633:, to review NZR and in particular to investigate the most economical way of providing rail passenger options. The Ministry of Transport refused to accept the NZR estimate that the rebuilt
542:
All 31 carriages ran on bogies of a newer design, classed X28250 by NZR, which offered a superior quality ride through inertial dampers and better suspension and bore a resemblance to the
321:
The public announcement of plans for the new train was made in
December 1965. Extensive study was made of other early 1960s Australian overnight trains, particularly the Queensland Rail
499:
noted that the average subsidy per passenger on the Silver Star was $ 20.00, then a substantial amount of money. The service was withdrawn not long after on Sunday 10 June 1979.
381:, on the grounds that it would deliver a clear return on its purchase cost and operation. Most equivalent overseas passenger rail services ceased that year and following the
582:, many rail passengers had the option to pay around 33% less for a large reclining seat or 15% less for a 2-berth sleeper cabin without shower or toilet, than pay for a
689:
In 1990, the 31-car fleet was purchased by the British luxury travel company, Orient-Express Trains & Cruises (an off-shoot of Orient-Express Hotels) and taken to
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and narrow to accommodate economical numbers of sleeping units or reclining seats with leg rests. The final 1946 model NZR first-class seats later used on the
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with a refurbished version which would be a 50% seating and 50% sleeper train. This plan would include the redeployment of eight 30-seat carriages from the
408:
The New Zealand Government approved tendering for an all-sleeping carriage train on 19 November 1968. The order for the train was placed with mid-1969 with
475:
The high wage and other industrial demands of the ferry stewards were one of the reasons the service failed. The product was ten years too late. Travel by
682:
483:, by contrast, took around 12 hours and 30 minutes, thus the business market was lost. Due to the freeze on rail fares and charges imposed by the
534:
The carriages were 18.89 metres (62 ft 0 in) long, 2.97 metres (9 ft 9 in) wide and 3.75 metres (12 ft 4 in) high.
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express passenger trains which provided a faster service than the ordinary express trains, by stopping at only six intermediate stations (
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ending its use of almost all North American rail passenger services for first-class mail in September 1967. Santa Fe applied to the
546:-manufactured bogies, classed X27250 by NZR, under steam and postal vans built by Kinki. The bogies constructed especially for the
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and projected carriages for provincial express trains were limited and delayed until 1974, when Minister of Railways,
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285:. It was intended to improve the Railway's staff morale and image, and the concept was based on a shorter version of
17:
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service between Singapore (now the Woodlands customs terminal on the island's northern coast) and Bangkok as the
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459:
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construction, with $ 60,000 to $ 70,000 for conventional Italian or Swedish-built first-class carriages.
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The train was NZRs attempt to compete with the introduction of jet aircraft for business traffic between
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NZR CME. Lightweight Rollingstock 8 June 1960. File 65/327 NZ National Archives & NZR CME 22/12/64
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This article is about the former Auckland to Wellington train. For the New York to Miami train, see
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introduced in 1972 to haul the heavier carriages as well as express freight trains on the NIMT.
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Whistle 1976-1983 and background interviews, Ron Bailey (ret) and NZR Executive E. McQueen 1980
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carriages would be achieved by using them on both night and day services on the NIMT allowing
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to withdraw 33 out of 39 of the long-distance express passenger trains they ran, all but the
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231:(NZR). The train ran from Monday 6 September 1971 until Sunday 8 June 1979. It replaced the
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T. Hayward, CME, NZR to G. Gair Minister of Railways, 1 July 1983. National Archives
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carriages onto the Christchurch-Picton route. These plans came to nothing after the
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to sleeping carriages with a 9 ft 9 in loading gauge. As a result, the usual
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G. Glischinski. Santa Fe Railway. Voyageur Press & MBI publishing (2008) p154
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New Zealand Railways at the time also ran another overnight train service, (the
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In March 1979, the General Manager of NZR, Trevor Hayward, in his booklet
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523:) for a six-night-per-week service. All passengers were accommodated in
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Boeing 737 between Auckland and Wellington took just over one hour; the
932:(10 July 1985). Letter to NZR General Manager Trevor Hayward (Report).
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Six carriages subsequently remained (still owned by Orient-Express) at
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This required a large trackside work project on the NIMT and on the
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The Railways then suggested that higher utilisation of the rebuilt
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into a seating-only train as an uneconomical way of renewing the
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In 1967 the new train was promoted by the Minister of Railways,
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1986, the NZR general manager considered the conversion of the
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service, and relocation of the three 32-seat and three 36-seat
333:, and similar designs in the United States, such as the final
693:, of Thames (New Zealand), for regauging from New Zealand's
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and hauled by diesel-electric locomotives (initially two
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was a luxury passenger train that ran overnight between
852:. Papers Past (National Library of New Zealand ). 1966.
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327:, the Victorian Railways/South Australian Railways
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589:The Railways Department attempted to replace the
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1022:North Island Main Trunk: An Illustrated History
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405:, and two Los Angeles-San Diego local trains.
1354:Long-distance passenger trains in New Zealand
1085:Long distance passenger trains of New Zealand
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1379:Discontinued railway services in New Zealand
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53:Silver Star arriving in Auckland alongside
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984:The End of the New Zealand Passenger Train
768:. New Zealand Railway Rolling Stock Lists.
462:, to accommodate greater width carriages.
1005:. Auckland: Heinemann Reed. p. 176.
1003:New Zealand Railways: The First 125 Years
641:patronage by 60% and operate profitably
986:. Beynon Printing Company. p. 32.
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287:New South Wales Government Railways
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1001:Leitch, David; Stott, Bob (1988).
27:Former New Zealand Passenger Train
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1024:. A.H. & A.W. Reed.
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197:3 ft 6 in
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884:Leitch & Stott 1988
424:(210 tons) hauled by a
221:North Island Main Trunk
164:North Island Main Trunk
1050:(NZR Publicity poster)
982:Miles, Robert (1995).
801:New Zealand Geographic
731:Eastern & Oriental
677:In December 1987, the
485:Kirk Labour Government
1020:Pierre, Bill (1981).
821:The Dominion 20-12-65
803:. July–September 1996
445:1973 Arab-Israeli war
1319:South Island Limited
1213:New Plymouth Express
1151:Taieri Gorge Limited
1120:Wairarapa Connection
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785:. 3 December 1973.
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273:Introduction
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110:Last service
76:Service type
59:Tamaki Drive
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1258:Silver Star
1253:Silver Fern
1183:Blue Streak
1178:Bay Express
1141:TranzAlpine
1091:Operational
1048:Silver Star
908:Pierre 1981
807:17 February
701:) gauge to
679:Silver Star
664:Silver Star
651:Silver Fern
646:Silver Star
635:Silver Star
627:George Gair
622:Silver Star
595:Silver Star
584:Silver Star
574:Silver Star
562:Replacement
556:Silver Star
481:Silver Star
472:Silver Star
440:Silver Star
421:Silver Star
403:Texas Chief
392:Super Chief
379:J.B. Gordon
344:carriages.
225:New Zealand
208:Silver Star
186:Track gauge
113:8 June 1979
92:Predecessor
1343:Categories
1324:Southerner
1238:Overlander
1228:Northerner
993:0473033208
872:Miles 1995
747:References
668:Northerner
603:Wellington
599:Northerner
591:Northerner
579:Northerner
548:Northerner
529:buffet car
491:Withdrawal
466:In service
354:Ron Bailey
350:Northerner
283:Wellington
247:Taumarunui
217:Wellington
150:Wellington
122:Northerner
87:Terminated
55:Hobson Bay
1193:Endeavour
752:Citations
672:Endeavour
617:Endeavour
611:Endeavour
435:Sunlander
359:Endeavour
324:Sunlander
170:Technical
118:Successor
1164:Historic
1146:Seasider
962:13 April
721: in
674:trains.
655:railcars
338:Hi-Level
312:and the
309:Crescent
279:Auckland
259:Frankton
255:Te Kuiti
213:Auckland
154:Auckland
71:Overview
1115:Te Huia
733:Express
716:⁄
586:cabin.
521:D class
517:D class
509:Hitachi
410:Hitachi
251:Taihape
219:on the
146:Termini
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607:Napier
538:Bogies
306:, the
300:, the
243:Marton
84:Status
952:Stuff
783:(PDF)
141:Route
136:(NZR)
1026:ISBN
1007:ISBN
988:ISBN
964:2018
809:2019
725:KTMB
593:and
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