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307:. 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.
516:, 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
476:, 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.
712:) 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
412:
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
650:
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
463:
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.
345:
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
716:
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
354:
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
417:. 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
613:
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,
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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
362:
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.
731:
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.
674:
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.
431:
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
350:
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.
253:
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
838:
618:, 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,
565:
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
622:, 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
531:
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
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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
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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.
370:, 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
571:, 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
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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
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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
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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
231:
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472:, 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
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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.
473:
283:, with its 75-foot, 20-berth sleeping carriages introduced in 1962, providing Pullman-style luxury equal to the last United States trains, the
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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
535:-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,
274:. It was intended to improve the Railway's staff morale and image, and the concept was based on a shorter version of
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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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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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220:(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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carriages were hauled from Wellington to Auckland, where private tourist firm
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In March 1979, the General Manager of NZR, Trevor Hayward, in his booklet
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250:) en route and not hauling a postal (sorting) van as on previous trains.
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512:) 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
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921:(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
561:) which stopped at more than twice the number of stations than the
646:, to be redeployed on other routes. In 1985 Minister of Railways,
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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
322:, and similar designs in the United States, such as the final
682:, 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
841:. Papers Past (National Library of New Zealand ). 1966.
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1011:North Island Main Trunk: An Illustrated History
394:, and two Los Angeles-San Diego local trains.
1343:Long-distance passenger trains in New Zealand
1074:Long distance passenger trains of New Zealand
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1368:Discontinued railway services in New Zealand
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42:Silver Star arriving in Auckland alongside
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973:The End of the New Zealand Passenger Train
757:. New Zealand Railway Rolling Stock Lists.
451:, to accommodate greater width carriages.
994:. Auckland: Heinemann Reed. p. 176.
992:New Zealand Railways: The First 125 Years
630:patronage by 60% and operate profitably
975:. Beynon Printing Company. p. 32.
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496:The 31 carriages were manufactured by
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1363:1979 disestablishments in New Zealand
1353:Railway services discontinued in 1979
1338:Named passenger trains of New Zealand
937:"Living on board a Silver Star train"
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1348:Railway services introduced in 1971
276:New South Wales Government Railways
1358:1971 establishments in New Zealand
990:Leitch, David; Stott, Bob (1988).
16:Former New Zealand Passenger Train
14:
421:for most trains and the flagship
169:AR/AT class Silver Star carriages
539:trains four years later and the
436:. NZR's requirement was for the
358:In 1966 the NZR General Manager
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123:New Zealand Railways Department
492:Rolling Stock and motive power
376:Interstate Commerce Commission
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50:in March 1973, hauled by two
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466:National Airways Corporation
258:, where they remain in use.
256:Eastern and Oriental Express
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1207:New Plymouth Night Express
447:alternative route via the
21:Silver Star (Amtrak train)
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839:"New N.I. express trains"
769:"The New Zealand Gazette"
755:"AT Sleeping Car of 1971"
620:Booz Allen & Hamilton
68:Overnight Passenger Train
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1013:. A.H. & A.W. Reed.
688:3 ft 6 in
449:Stratford–Okahukura Line
186:3 ft 6 in
885:Leitch & Stott 1988
873:Leitch & Stott 1988
413:(210 tons) hauled by a
210:North Island Main Trunk
153:North Island Main Trunk
1039:(NZR Publicity poster)
971:Miles, Robert (1995).
790:New Zealand Geographic
720:Eastern & Oriental
666:In December 1987, the
474:Kirk Labour Government
1009:Pierre, Bill (1981).
810:The Dominion 20-12-65
792:. July–September 1996
434:1973 Arab-Israeli war
1308:South Island Limited
1202:New Plymouth Express
1140:Taieri Gorge Limited
1109:Wairarapa Connection
923:Archives New Zealand
218:New Zealand Railways
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331:Burlington Railroad
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52:D class locomotives
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774:. 3 December 1973.
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85:Night Limited
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1298:Lynx Express
1281:South Island
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1160:North Island
1118:South Island
1087:North Island
1036:
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972:
964:Bibliography
949:. Retrieved
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533:Kinki-Sharyo
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360:Alan Gandell
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319:The Overland
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262:Introduction
252:
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149:Line(s) used
99:Last service
65:Service type
48:Tamaki Drive
27:
25:
1247:Silver Star
1242:Silver Fern
1172:Blue Streak
1167:Bay Express
1130:TranzAlpine
1080:Operational
1037:Silver Star
897:Pierre 1981
796:17 February
690:) gauge to
668:Silver Star
653:Silver Star
640:Silver Fern
635:Silver Star
624:Silver Star
616:George Gair
611:Silver Star
584:Silver Star
573:Silver Star
563:Silver Star
551:Replacement
545:Silver Star
470:Silver Star
461:Silver Star
429:Silver Star
410:Silver Star
392:Texas Chief
381:Super Chief
368:J.B. Gordon
333:carriages.
214:New Zealand
197:Silver Star
175:Track gauge
102:8 June 1979
81:Predecessor
1332:Categories
1313:Southerner
1227:Overlander
1217:Northerner
982:0473033208
861:Miles 1995
736:References
657:Northerner
592:Wellington
588:Northerner
580:Northerner
568:Northerner
537:Northerner
518:buffet car
480:Withdrawal
455:In service
343:Ron Bailey
339:Northerner
272:Wellington
236:Taumarunui
206:Wellington
139:Wellington
111:Northerner
76:Terminated
44:Hobson Bay
1182:Endeavour
741:Citations
661:Endeavour
606:Endeavour
600:Endeavour
424:Sunlander
348:Endeavour
313:Sunlander
159:Technical
107:Successor
1153:Historic
1135:Seasider
951:13 April
710: in
663:trains.
644:railcars
327:Hi-Level
301:and the
298:Crescent
268:Auckland
248:Frankton
244:Te Kuiti
202:Auckland
143:Auckland
60:Overview
1104:Te Huia
722:Express
705:⁄
575:cabin.
510:D class
506:D class
498:Hitachi
399:Hitachi
240:Taihape
208:on the
135:Termini
1017:
998:
979:
596:Napier
527:Bogies
295:, the
289:, the
232:Marton
73:Status
941:Stuff
772:(PDF)
130:Route
125:(NZR)
1015:ISBN
996:ISBN
977:ISBN
953:2018
798:2019
714:KTMB
582:and
500:and
459:The
408:The
401:and
329:and
270:and
204:and
194:The
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659:or
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541:FM
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390:,
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1067:e
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184:(
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23:.
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
