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.

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.

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

Table F

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 The remainder of the old 44 ft and 47 1/2 ft cars allocated to Wellington were then to be withdrawn for scrapping.

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:

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>

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.

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.

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.

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.

• 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.
  

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