View source for Rail transport in New Zealand

{{Short description|Overview and history of railways in  New Zealand}} <!-- "none" is a legitimate description when the title is already adequate; see [[WP:SDNONE]] -->
{{good article}}
{{Use New Zealand English|date=December 2024}}
{{Use dmy dates|date=September 2015}}
{{Infobox rail network
|name            = Rail transport in New Zealand
|color           =
|logo            =
|image           = DL 9020 on MP4.jpg
|caption         = [[KiwiRail]] [[New Zealand DL class locomotive|DL9020]] on MetroPort train MP4 at Papakura, Auckland on 29 August 2011.
|nationalrailway = [[KiwiRail]]
|infrastructure  = [[New Zealand Railways Corporation]] (land)<br />KiwiRail (track)<br />[[Dunedin Railways]]<br />Various heritage operators
|majoroperators  = [[Auckland One Rail]]<br />[[Great Journeys New Zealand]]<br />[[Transdev Wellington]]<br />Dunedin Railways
|ridership       = 35 million a year<ref name="annual_report_2019">{{cite web|url= https://www.kiwirail.co.nz/assets/Uploads/documents/Annual-reports/2019/b563b44217/KiwiRail-Integrated-Report-2019-FINAL.pdf|title=KiwiRail Annual Integrated Report 2019|date=2019|access-date=2 December 2019|publisher=[[KiwiRail]]}}</ref>
|passkm          =
|freight         = 19m tonnes (2018–19)<ref name="annualresult2019">{{cite web|url=https://www.kiwirail.co.nz/media/kiwirail-integrated-report-2019/|title=KiwiRail Integrated Report 2019|access-date=10 October 2019|archive-date=10 June 2021|archive-url=https://web.archive.org/web/20210610180646/https://www.kiwirail.co.nz/media/kiwirail-integrated-report-2019/|url-status=dead}}</ref> <br /> 4.49m net tonne kilometres (2012–13)<ref name="annual_report_2014">{{cite web|url=https://www.kiwirail.co.nz/uploads/Publications/2014%20Annual%20Report%20-%20WEB%20(2).pdf|title=KiwiRail Annual Report 2014|date=2014|access-date=7 March 2019|publisher=[[KiwiRail]]|archive-date=22 January 2019|archive-url=https://web.archive.org/web/20190122044258/https://www.kiwirail.co.nz/uploads/Publications/2014%20Annual%20Report%20-%20WEB%20%282%29.pdf|url-status=dead}}</ref> 16% of total freight movements annually.<ref name="freight study 2014" />
|length          = {{convert|4375.5|km|abbr=on}}
|doublelength    = {{convert|1332|km|abbr=on}}<ref name="freight_scenarios" />
|ellength        = {{convert|1,000|km|abbr=on}}
|freightlength   = {{convert|2025|km|abbr=on}}
|hslength        =
|gauge           = {{RailGauge|1067mm|lk=on}}
|hsgauge         =
|gauge1          = {{RailGauge|1067mm}}
|gauge1length    = {{convert|4128|km|abbr=on}}
|el              = [[25 kV AC|25 kV AC]] [[overhead line]]s
|el1             = [[25 kV AC]]
|el1length       = {{convert|488|km|abbr=on}}
|el2             = 1500 [[Volt|V]] [[Direct current|DC]]
|el2length       = {{convert|101|km|abbr=on}}
|notunnels       = 150
|tunnellength    = {{convert|80|km|abbr=on}}
|longesttunnel   = '''Freight''' [[Kaimai Tunnel]]<br />{{convert|9025|m|abbr=on}} <br /> '''Passenger''' [[Rimutaka Tunnel]] {{convert|8930.25|m|abbr=on}}
|nobridges       = 1,787
|longestbridge   = '''Freight''' Rakaia river bridge {{convert|1743|m|abbr=on}} <br /> '''Passenger''' Waiau river bridge {{convert|930.25|m|abbr=on}}
|nostations      =
|highelevation   = {{convert|1600|m|ft|abbr=on}}
|highelat        = [[Pokaka railway station|Pokaka]], [[North Island Main Trunk]]
|lowelevation    =
|lowelat         =
}}
{{NZ rail}}
'''Rail transport in New Zealand''' is an integral part of [[Transport in New Zealand|New Zealand's transport network]], with a nationwide network of {{convert|4375.5|km|abbr=on}} of track linking most major cities in the North and South Islands, connected by inter-island rail and road ferries. Rail transport in New Zealand has a particular focus on bulk freight exports and imports,<ref name="freight_scenarios">{{cite web|url=https://www.transport.govt.nz/mot-resources/research-papers/future-freight-scenarios-study/|title=Future Freight Scenarios Study|date=November 2014|access-date=23 February 2019|publisher=[[Ministry of Transport (New Zealand)]]}}</ref> with 19 million net tonnes moved by rail annually,<ref name="annualresult2019" /> accounting for more than half of rail revenue.<ref name="kiwirail annual report 2018"/>

Rail transport played an important role in the opening up and development of the hinterland outside of New Zealand's predominantly dispersed and coastal settlements.<ref name="te_ara_railways">{{cite encyclopedia|url=https://teara.govt.nz/en/railways|encyclopedia=[[Te Ara: The Encyclopedia of New Zealand]]|title=Story: Railways|date=11 March 2010|access-date=23 February 2019}}</ref> Starting with the [[Ferrymead Railway]] in 1863, most public railway lines were short, built by [[Provinces of New Zealand|provincial governments]] and connected major centres to their nearest seaport (such as Christchurch and its port at [[Lyttelton Harbour]]). From the 1870s, the focus shifted to building a nationwide network linking major centres, especially during the [[The Vogel Era|Vogel Era]] of railway construction following the abolition of the provinces. [[Narrow gauge]] of [[3 ft 6 in gauge railways|3ft 6in]] (1,067mm) was adopted nationally. [[Bush tramway]]s or light industrial railways sprang up connecting to the national network as it expanded. Railways became centrally controlled as a government department under the names New Zealand Government Railways or [[New Zealand Railways Department]] (NZR), and land transport was heavily regulated from 1931 by the [[Transport Licensing Act 1931]]. NZR eventually expanded into other transport modes, especially with the [[New Zealand Railways Road Services|Railways Road Services]], [[Interislander|inter-island ferries]] and [[Straits Air Freight Express#Rail Air|Rail Air]] service. NZR also had an extensive network of workshops. By 1981, NZR employed 22,000 staff.<ref name="rail transformed">{{cite encyclopedia|url=https://teara.govt.nz/en/railways/page-11|title=Page 11. Rail transformed – Story: Railways|encyclopedia=[[Te Ara: The Encyclopedia of New Zealand]]|access-date=23 February 2019}}</ref>

In the early 1980s, NZR was corporatised as the [[New Zealand Railways Corporation]] and restructured,<ref name="rail transformed" /> especially following the deregulation of land transport in 1983. The Corporation became a [[state-owned enterprise]] (SOE) in 1987, required to run at a profit. In 1991, the rail, inter-island ferry and infrastructure businesses of the Railways Corporation were split off into a new SOE, [[Tranz Rail|New Zealand Rail Limited]], which was in turn privatised in 1993, and renamed Tranz Rail in 1995. The parcels and bus service business units were also privatised, and the Railways Corporation continued to dispose of surplus land. The central government renationalised first the Auckland metro railway network in 2001, then the rest of the network in 2004, and finally the rail and ferry operations in 2008, creating another SOE, [[KiwiRail]].<ref name="rail transformed" />

Today, services are primarily provided by [[KiwiRail]] and focused on bulk freight, with a small number of tourist orientated passenger services, such as the [[TranzAlpine]], [[Coastal Pacific]] and [[Northern Explorer]]. [[Dunedin Railways]] also operate tourist trains out of [[Dunedin]], and a number of heritage operators run charter specials from time to time. Urban passenger rail services exist only in [[Auckland]] and [[Wellington]]. Rail in New Zealand has received significant and ongoing government investment since re-nationalisation in 2008, with the two urban rail systems being upgraded. In 2021, the government launched the New Zealand Rail Plan,<ref name="railplan2021">{{cite web|url=https://www.transport.govt.nz//assets/Uploads/Report/The-New-Zealand-Rail-Plan.pdf|title=The New Zealand Rail Plan|date=April 2021|publisher=[[Ministry of Transport (New Zealand)]]|access-date=7 May 2021}}</ref> with funding for rail projects to come from National Land Transport Fund (NLTF), with KiwiRail remaining an SOE but paying Track User Charges (TUCs) to use the network.

==History==
[[File:New_Zealand_railway_network_1863_to_2019.gif|thumb|left|New Zealand railway network 1863-2019]]
=== Provincial period (1863–1876) ===
Railway lines were initially constructed by the [[Provinces of New Zealand|provincial governments]] of New Zealand from 1863 onwards. New Zealand's first public railway was opened in that year, running the short distance between Christchurch and the wharf at [[Ferrymead Railway|Ferrymead]] and built by the [[Canterbury Provincial Railways]].{{sfn|Stewart|1974|p=13}} The Canterbury Provincial Railways were built to the [[broad gauge]] of {{RailGauge|5'3"}}. In February 1867, [[Southland Province]] opened a branch from [[Invercargill]] [[Bluff Branch|to Bluff]] to the international [[standard gauge]] of {{RailGauge|4'8.5"}}.{{sfn|Churchman|Hurst|2001|p=15}}

====Gauge====
{{see also|Rail gauge}}
{{RailGauge|3'6"}} gauge (internationally known as narrow gauge) was chosen due to the need to cross mountainous terrain in the country's interior and the lower cost of construction.<ref>{{cite web|url=https://nzetc.victoria.ac.nz/tm/scholarly/tei-Gov03_02Rail-t1-body-d4.html|title=Our Railway Gauge|publisher=The New Zealand Railways Magazine| volume=3| issue=2 |date=1 June 1928}}</ref>{{sfn|Churchman|Hurst|2001|p=1}}

Due to multiple [[rail gauge]]s being used by railways built by provincial governments, the prospect of a similar [[break of gauge]] problem to [[Rail gauge in Australia|Australia]] (where narrow, standard and broad gauge railways were built by different colonial governments) became a major political issue as the provincial railways expanded.<ref name="nzro">{{cite journal|title=The Big Decision: Which Gauge to Adopt?|author=Rob Merrifield|journal=[[New Zealand Railway Observer]]|date=October–November 2021|number=369|pages=158–162|publisher=[[New Zealand Railway and Locomotive Society]]}}</ref> In 1867, the House of Representatives formed a select committee to investigate the issue, composed of members of parliament from all across New Zealand.<ref name="nzro" />{{sfn|Brett|2016|p=180}} The select committee heard evidence from railway engineers who proposed a number of options, including building main trunk lines at standard gauge, while using narrow gauge for branch lines. Engineers cited the experience of [[Rail transport in Queensland|Queensland's railways]], which had adopted narrow gauge in 1864. The select committee did not recommend making railway gauge uniform across the country, but did recommend narrow gauge if that were to happen, stating "narrow gauge appears calculated to carry all the traffic for many years, and would possess the advantage of greater cheapness in construction; for this reason railways of this character should be encouraged."<ref name="nzro" />

By 1869, {{convert|78|km}} of provincial railways were open, with another {{convert|30|km}} under construction, mainly in Southland and Canterbury.<ref name="nzro" /> Parliamentary debate focused on the question of whether the provincial railways could keep their wider gauges, while narrow gauge railways were to be built. Member of the House of Representatives (MHR) [[James Crowe Richmond]], who had worked on the [[Great Western Railway]] and in railways in Belgium, became the most prominent advocate for a uniform narrow gauge nationwide.<ref name="nzro" /> In late 1869 [[Francis Dillon Bell]] MHR and [[Issac Featherston]] MHR (also superintendent of the [[Wellington Province]]) were in London to negotiate the retention of Imperial British forces then in New Zealand fighting the [[New Zealand Wars]]. They were also tasked with investigating a uniform railway gauge for New Zealand.<ref name="nzro" /> In 1870, [[James Macandrew]] MHR called for another select committee to investigate the need for a law to require one uniform railway gauge for the entire colony.<ref name="nzro" /> Information from Featherston and Dillon Bell reached Wellington in August 1870, and the second select committee to investigate whether a law was required for gauge uniformity met from that month.<ref name="nzro" /> By majority the select committee reported back to the house in favour of narrow gauge being adopted as the uniform gauge nationwide, and allowing Canterbury Provincial Railways to continue to expand its broad-gauge network,<ref name="nzro" /> with [[dual-gauge]] track where narrow gauge met broad gauge.{{sfn|Brett|2016|p=207}} [[William Sefton Moorhouse]] MHR, former superintendent of [[Canterbury Province]] and advocate for broad gauge, and [[William Rolleston]] MHR, at the time superintendent of Canterbury Province, were in the minority on the select committee opposing the legislation.<ref name="nzro" /> Despite this opposition, Parliament passed the [[Railways Act 1870]] in September 1870, requiring all railways to be built or converted to narrow gauge, with an exemption of the Christchurch-Rakaia section of Canterbury Provincial Railways.<ref name="nzro" />{{sfn|Brett|2016|p=207}} Sections of the Canterbury railway network were converted to dual-gauge, including Rakaia to Lyttelton, with new branch lines built to narrow gauge. By 1878, all of the broad gauge network had been converted to narrow gauge.{{sfn|Palmer|Stewart|1965|p=11}}

====Vogel Era====
[[File:First Parnell Tunnel Being Built I.jpg|thumb|200px|left|The first [[Parnell Tunnel]] under construction on the Auckland-Drury line in c. 1873. The line was originally started by the [[Auckland Province]] but completed by the central government.]]
{{main|The Vogel Era}}
From 1870, the central government of Sir [[Julius Vogel]] proposed infrastructure including a national railway network to be funded by overseas loans of £10 million, under the guise of the "Great Public Works Policy".{{sfn|Brett|van der Weerden|2021|p=34}} Settlement and land sales to immigrants from Britain resulting from this infrastructure investment would pay for the scheme.{{sfn|Brett|van der Weerden|2021|p=34}} The first narrow-gauge line was opened on 1 January 1873 in the [[Otago Province]], the [[Port Chalmers Branch]] under the auspices of the Dunedin and Port Chalmers Railway Company Limited. Auckland's first railway, between [[Onehunga Branch|Auckland and Onehunga]], opened in December 1873. Vogel also arranged for [[John Brogden and Sons|Brogdens]] of England to undertake several rail construction contracts, to be built by "Brogden's Navvies" recruited in England.{{sfn|Churchman|Hurst|2001|p=16}}

Vogel's vision of a national network connecting major centres in New Zealand was never realised.{{sfn|Brett|van der Weerden|2021|p=34}} Despite the abolition of the provinces in 1876, parochial interests often overcame national interests, and the government approved and built many branch lines to lightly populated hinterlands,{{sfn|Brett|van der Weerden|2021|p=35}} instead of prioritising interprovincial main trunks.{{sfn|Brett|van der Weerden|2021|p=34}} As a result, a number of routes first proposed by Vogel in 1870 were still not complete by 1920.{{sfn|Brett|van der Weerden|2021|p=37}}

====Tramways and Bush tramways====
[[File:Christchurch 178 Brill car closeup.jpg|thumb|Vintage Christchurch Boon-built Tram No 178 on the Christchurch Tramway.]]
{{main|Bush tramway|Trams in New Zealand}}
[[Bush tramway]]s were usually privately owned [[light railway]]s, usually for logging operations.{{sfn|Churchman|Hurst|2001|p=88}} Usually built with light tracks and light-weight rolling stock, bush tramways were usually connected to the national railway network and were often moved as the forest was cleared. The last bush tramway for logging native bush closed in 1974.{{sfn|Churchman|Hurst|2001|p=88}} Bush tramways should not be confused with urban [[Trams in New Zealand|street-car]]s, known in New Zealand as trams. In the 20th century, New Zealand cities had extensive tram networks. Most of these networks closed mid-century, being replaced by buses. There are now proposals in [[Light rail in Auckland|Auckland]] and [[Light rail in Wellington|Wellington]] for new light rail networks, New Zealand has no [[rapid transit]] metros.

=== Central Government control (1876–1982) ===
{{main|New Zealand Railways Department}}
Following the abolition of the provinces in 1876, railway lines were controlled by the central government, originally under the [[New Zealand Department of Public Works|Public Works Department]], and from 1880 under the New Zealand Railways Department. A [[Minister of Railways (New Zealand)|Minister of Railways]] was responsible for the department and was a member of the [[New Zealand Cabinet]].{{sfn|Leitch & Stott|1988|p=21}}

A few private companies built railways in New Zealand, including the [[New Zealand Midland Railway Company]], [[Wellington and Manawatu Railway Company]], [[Waimea Plains Railway]], and Thames Valley and Rotorua Railway Company. Only the Wellington and Manawatu Railway Company, [[nationalised]] in 1908, achieved any measure of success, with the rest being purchased by the Government before completion of their intended railway lines. One exception to this rule was the [[Ohai Railway Board]] in Southland, which was owned by the State Mines department and a local county council until its dissolution in 1990.{{sfn|Churchman|Hurst|2001|p=210}}

The first major route was completed between [[Christchurch]] and [[Dunedin]] in 1878, later extended to [[Invercargill]] the following year. The [[North Island Main Trunk]], linking capital city [[Wellington]] with the largest city [[Auckland]], opened in 1908 after 23 years of construction. At the network's peak in 1952, about 100 branch lines were operating. Large-scale closures of branch railway lines began in the 1960s and 1970s. The network was initially protected from road transport competition under the [[Transport Licensing Act 1931]], but this protection was gradually eased until its total abolition in 1983, along with the deregulation of the land transport industry.{{sfn|Leitch & Stott|1988|p=160}}

[[image:Aratere in Tory Channel, 10 June 2018.jpg|thumb|[[DEV Aratere]] in the [[Tory Channel]], June 2018. The rail ferries operated by KiwiRail under the brand "Interisland Line" connect the networks of both the North and South Islands.]]
The networks of the [[North Island|North]] and [[South Island|South]] Islands were independent of one another until the introduction of the inter-island [[RORO|roll-on roll-off]] rail ferry service in 1962 by the Railways Department, now branded The [[Interislander]].{{sfn|Churchman|Hurst|2001|p=66}}

=== Corporatised ownership (1982–1993)===
{{main|New Zealand Railways Corporation}}
In 1982, the Railways Department was [[corporatized|corporatised]] into a new entity at the same time land transport was deregulated. The Railways Department became the [[New Zealand Railways Corporation]]. The Corporation embarked on a major restructuring, laying off thousands of staff and cutting unprofitable services. After the 1983 land transport deregulation, there was a substantial rationalisation of freight facilities; many stations and smaller yards were closed and freight train services were sped up, increased in length and made heavier, with the removal of guard's vans in 1987 and the gradual elimination of older rolling stock, particularly four-wheeled wagons.<ref name="deregulation">{{cite web|url=http://www.kiwirail.co.nz/about-us/history-of-kiwirail/1950-2000.html|title=Deregulation of rail in New Zealand|date=July 2008|publisher=[[KiwiRail]]|access-date=7 March 2019|archive-date=18 May 2018|archive-url=https://web.archive.org/web/20180518163756/http://www.kiwirail.co.nz/about-us/history-of-kiwirail/1950-2000.html|url-status=dead}}</ref>

In 1987, the Railways Corporation became a [[state-owned enterprise]], required to make a profit. In 1990, the core rail operations of the Corporation were transferred to New Zealand Rail Limited, another state-owned enterprise, with the Corporation retaining non-core assets which were gradually disposed of, including a significant land portfolio. In many cases, the Corporation did not dispose of land due to [[Treaty of Waitangi]] claims and has continued to manage land.<ref>{{cite web|url=https://www.parliament.nz/resource/en-nz/51DBHOH_PAP64544_1/dccb23e6c53bca61122afdff59b0d97b0a699019|title=New Zealand Railways Corporation - Statement of Corporate Intent - 2016-2018|publisher=[[New Zealand Parliament]]|date=1 July 2015|access-date=23 April 2019|page=4}}</ref>

=== Private ownership (1993–2004) ===
{{main|Tranz Rail}}
New Zealand Rail Limited was privatised in 1993. The company was sold for $328.3 million<ref name="gaynor_tough_case">{{cite news|url=http://www.nzherald.co.nz/brian-gaynor/news/article.cfm?a_id=14&objectid=3601119|title=A tough case ... and a long one|author=Brian Gaynor|author-link=Brian Gaynor|access-date=5 January 2012|year=2003|work=[[The New Zealand Herald]]}}</ref> to a consortium led by New Zealand merchant bank [[Fay Richwhite]] and US regional railroad [[Wisconsin Central Ltd.]] In 1995 the new owners adopted the name [[Tranz Rail]] and listed the company on the [[New Zealand Exchange|New Zealand stock market]] and [[NASDAQ]]. Rail freight volumes increased between 1993 and 2000 from 8.5m net tonnes to 14.99m net tonnes carried annually, and then gradually fell until 2003 to 13.7m tonnes.<ref name="freight study 2008">{{cite web|url=https://www.transport.govt.nz/assets/Import/Documents/b088aa537d/FreightStudyComplete.pdf|title=New Zealand National Freight Study 2008|publisher=[[Ministry of Transport (New Zealand)|Ministry of Transport]]|access-date=7 March 2019}}</ref> Freight volumes then increased again to 16.1m tonnes carried annually in 2012.<ref name="freight study 2014">{{cite web|url=https://www.transport.govt.nz/mot-resources/freight-resources/nationalfreightdemandsstudy/|title=New Zealand National Freight Study|date=March 2014|access-date=7 March 2019|publisher=[[Ministry of Transport (New Zealand)|Ministry of Transport]]}}</ref>

Tranz Rail was accused of deliberately running down some lines through lack of maintenance. The [[Midland line (New Zealand)|Midland line]] for example, which mostly carries coal from the West Coast to Lyttelton, was assessed to be in a safe but poor state by the [[Land Transport New Zealand|LTSA]] government safety body in 2003, and has needed major repairs.<ref>{{cite web |url=http://www.scoop.co.nz/stories/BU0406/S00286.htm|date=24 June 2004|title=Rail safety report on South Island Coal Route|author=Land Transport Safety Authority|publisher=[[scoop.co.nz]]|access-date=23 January 2012}}</ref>

Tranz Rail was accused of forcing freight onto the roads, and in 2002 introduced a containerisation scheme that assumed that most freight would be carried in containers on unit trains made up of fixed ''[[consist]]s'' of flat deck wagons. Container loading depots were constructed at the major freight terminals. One of the reasons often cited for these policies was that the cost of using road transport to Tranz Rail was less than that of using rail because the road infrastructure is provided as a [[Public good (economics)|public good]], whereas the rail network was a [[private good]].<ref name="tranzrail_ppp">{{cite web|url=http://www.sharechat.co.nz/article/97cd142a/tranz-rail-a-case-for-public-private-partnership.html|title=Tranz Rail a case for public-private partnership|date=24 April 2003|access-date=6 March 2012|author=Sharechat.co.nz}}</ref>

====Government purchase of Auckland rail network====
The government purchased the Auckland metropolitan rail network from Tranz Rail for $81 million in 2002. Tranz Rail retained time slots for freight trains, and the Auckland Regional Council was granted slots for it to contract the operation of suburban passenger trains. Auckland railway stations not already local council-owned were transferred to Auckland Regional Transport Network Limited (ARTNL), owned by the Auckland territorial authorities, which was merged with the [[Auckland Regional Transport Authority]] (ARTA), a subsidiary of the Auckland Regional Council (ARC).<ref name="tranzrail_aucklandmetro">{{cite web|url=http://www.beehive.govt.nz/speech/britomart-opening-former-cpo-queen-st-auckland|title=Britomart opening|date=25 July 2003|author=[[Paul Swain (politician)|Paul Swain]] (Minister of Transport)|publisher=[[Beehive (New Zealand)|Beehive]]|access-date=12 April 2019}}</ref> With the creation of the "super-city" [[Auckland Council]] in 2010, ARTA was dissolved and its role was taken over by [[Auckland Transport]], a new [[council-controlled organisation]].<ref>{{cite web|url=https://www.transport.govt.nz/land/auckland/aucklandtransportagency/|publisher=[[Ministry of Transport (New Zealand)|Ministry of Transport]]|title=Auckland Transport|date=26 April 2018|access-date=25 April 2019}}</ref>

=== Private and government ownership (2004–2008) ===
{{main|Toll New Zealand}}
In 2003, the share price of Tranz Rail dropped to a record low on the [[New Zealand Exchange|New Zealand sharemarket]], dropping 88% in value in 12 months<ref name="tranzrail_shareprice">{{cite news|url=https://www.nzherald.co.nz/business/news/article.cfm?c_id=3&objectid=3401427|title=NZ stocks: Tranz Rail plunges, NZ sharemarket ignores rises offshore|date=24 April 2003|work=[[The New Zealand Herald]]|access-date=12 April 2019}}</ref> as a result of its poor financial state and credit downgrading.<ref name="Tranzrail_credit">{{cite news|url=https://www.nzherald.co.nz/business/news/article.cfm?c_id=3&objectid=3401098|title=S & P, Moody's hit Tranz Rail|date=14 April 2003|author=Pam Graham|work=[[The New Zealand Herald]]|access-date=12 April 2019}}</ref> The government then considered various schemes for bailing it out in return for regaining control of the rail infrastructure. Cited reasons included a "level playing field" for freight movements on road and rail, and ensuring access to the tracks for all interested parties.<ref name="tranzrail_ppp" />

[[Toll Group|Toll Holdings]] of Australia made a successful takeover bid for Tranz Rail, subject to an agreement to sell back the infrastructure to the government for $1. In exchange, Toll was granted exclusive use of the rail network subject to minimum freight and passenger volumes, payment of track access charges and its own investment in new rolling stock. This transaction took place in July 2004, and Tranz Rail was renamed [[Toll New Zealand]]. The government committed $200 million of taxpayer funding for deferred maintenance and capital improvements via a new subsidiary of the New Zealand Railways Corporation, ONTRACK. An interim agreement was signed by Toll NZ for track access; Toll paid a nominal track access charge while negotiating a final agreement with ONTRACK. These negotiations did not progress and eventually went to arbitration at the start of 2008.<ref name="kiwirail_2000_today">{{cite web|url=http://www.kiwirail.co.nz/about-us/history-of-kiwirail/2000-today.html/|title=History of rail: 2000 – Today|date=1 July 2008|access-date=12 April 2019|publisher=[[KiwiRail]]|archive-date=27 April 2018|archive-url=https://web.archive.org/web/20180427042525/http://www.kiwirail.co.nz/about-us/history-of-kiwirail/2000-today.html|url-status=dead}}</ref>

=== Renationalisation (2008–current) ===
{{main|KiwiRail}}
[[File:DXB5143 at Platform 9 wgtn 1stJuly2008.jpg|thumb|right|[[New Zealand DX class locomotive|DXB 5143]] at [[Wellington railway station]] on 1 July 2008 at the launch of KiwiRail.]]
Instead of concluding a final track access agreement with Toll, in 2008 the government purchased the rail and ferry assets for $690 million, effective 1 July 2008.<ref>{{Cite web|url=https://treasury.govt.nz/sites/default/files/2008-09/rp-rm-ont-9sep08.pdf|title=Process for agreeing the purchase price for the Toll businesses|date=9 September 2008|access-date=7 March 2019}}</ref> The new organisation created to operate services on the rail network was named [[KiwiRail]].

Ownership of the national rail network is vested in KiwiRail Holdings Limited, with land owned by the New Zealand Railways Corporation. KiwiRail Network (formerly ONTRACK) is a division of KiwiRail that maintains and upgrades the rail infrastructure and is responsible for the control of the network (i.e. train control and signalling). Other rail operating companies using the rail network include [[Auckland One Rail]] and [[Transdev Wellington]], who operate suburban services in [[Auckland]] and [[Wellington]] respectively, and [[Dunedin Railways]], who operate tourist trains out of [[Dunedin]].

KiwiRail released in 2010 a 10-year turnaround plan for the rail industry. This was accompanied by significant government investment in KiwiRail of over $2.1 billion during the period 2008 to February 2017.<ref>{{cite web|url=https://fyi.org.nz/request/5355-5th-national-government-funding-to-kiwirail|date=10 March 2017|title=KiwiRail funding since July 2008'}}</ref> In May 2017, the government announced a further $450 million capital injection and that KiwiRail would be subject to a further significant review.<ref>{{cite news |last=Templeton |first=Dan |date=26 May 2017 |title=New Zealand to invest almost $NZ 1bn in rail |url=https://www.railjournal.com/financial/new-zealand-to-invest-almost-nz-1bn-in-rail/|work=International Railway Journal |access-date=7 March 2019}}</ref> The plan has been significantly undermined by the [[Christchurch earthquakes]] of 2010 and 2011, the [[2016 Kaikōura earthquake]], [[Pike River Mine disaster]], coal price collapse, coal miner [[Solid Energy]] going into [[voluntary administration]] in 2016 and major motive power issues with the new DL class of locomotives. Nevertheless, significant improvements in freight volumes have followed (other than with coal).<ref name="annualresults2016">{{cite web|url=http://www.kiwirail.co.nz/uploads/Publications/Annual%20Integrated%20Report%202016.pdf|title=Annual Report 2015-2016|publisher=[[KiwiRail]]|date=2016|access-date=7 March 2019|archive-date=22 January 2019|archive-url=https://web.archive.org/web/20190122041312/https://www.kiwirail.co.nz/uploads/Publications/Annual%20Integrated%20Report%202016.pdf|url-status=dead}}</ref>

Two of KiwiRail's major customers, [[Mainfreight]] and [[Fonterra]], also invested heavily in rail-related infrastructure. Mainfreight allocated $60 million for investment in new railhead depots, while Fonterra invested $130m in a new rail hub complex in Hamilton and another planned for [[Mosgiel]].<ref>{{cite news|url=http://www.stuff.co.nz/business/industries/4166684/KiwiRail-survival-plan-is-on-track|title=KiwiRail survival plan is on track|date=25 September 2010|work=[[The Dominion Post (Wellington)|The Dominion Post]]|access-date=25 September 2010}}</ref>

==== New Zealand Rail Plan ====
In 2019, the government began a "Future of Rail" review, and in December 2019 released a draft New Zealand Rail Plan, outlining changes to the rail transport industry.<ref>{{cite web|url=https://www.transport.govt.nz/rail/the-draft-new-zealand-rail-plan/|publisher=[[Ministry of Transport (New Zealand)]]|date=12 December 2019|access-date=16 December 2019|title=The Draft New Zealand Rail Plan}}</ref> The draft plan proposes a number of major changes, the most significant being future funding of the rail network through the National Land Transport Fund (NLTF).<ref>{{cite web|url=https://www.rnz.co.nz/news/national/405488/kiwirail-investment-through-land-transport-fund-government-proposal-historic-chief-exec|title=KiwiRail investment through Land Transport fund: government proposal 'historic' - chief exec|date=14 December 2019|publisher=[[Radio New Zealand]]|access-date=16 December 2019}}</ref>

The final plan was launched in April 2021,<ref name="railplan2021" /> confirming funding for rail projects from the NLTF, and the use of Track Access Charges (TACs) for users of the rail network, including KiwiRail.<ref name="railplan2021" /> Some specific projects were also outlined as possibilities:<ref>{{cite web|url=https://www.rnz.co.nz/news/national/441937/government-lays-out-10-year-plan-for-rail-investment|title=Government lays out 10-year plan for rail investment|date=6 May 2021|access-date=7 May 2021|publisher=[[Radio New Zealand]]}}</ref>
* Reopening the [[Stratford–Okahukura line]];
* Completing double-tracking of the [[North Island Main Trunk]] between Auckland and Hamilton;
* Increasing axle weight between Auckland and Tauranga to 20 tonnes plus;
* Standardising loop lengths from Palmerston North to Waikanae;
* Increase axle weight to 18 tonnes plus in the South Island.<ref name="railplan2021" />

==Current projects==
The [[City Rail Link]] is an underground rail line currently under construction linking [[Waitematā railway station]] to [[Maungawhau railway station]] in Auckland and is due to open in 2026. 

In December 2018, the [[Government of New Zealand]] committed funding to reintroducing a five-year trial rail service, named [[Te Huia]], between [[Papakura]] in southern Auckland to Hamilton, starting in 2020.<ref>{{Cite news |url=https://www.pressreader.com/new-zealand/hamilton-news/20190531
|title=Tron Express launch date pushed back |date=31 May 2019 |work=Hamilton News |page=4 |access-date=2019-06-03}}</ref> As a result of the [[COVID-19 pandemic in New Zealand]], the Te Huia service had been delayed commencing operations to sometime after 3 August 2020, changed from its initial announced opening date of March 2020.<ref>{{cite web |last1=Piddock |first1=Gerald |last2=Wilson |first2=Libby |title=Hamilton-Auckland train trial gets tick from NZ Transport Agency |url=https://www.stuff.co.nz/waikato-times/109401742/hamiltonauckland-train-trial-gets-tick-from-nz-transport-agency |website=Stuff |access-date=19 April 2020 |language=en}}</ref><ref>{{cite web |last1=O'Dwyer |first1=Ellen |title=Coronavirus: Start date for Hamilton to Auckland passenger train delayed |url=https://www.stuff.co.nz/national/120819441/coronavirus-start-date-for-hamilton-to-auckland-passenger-train-delayed |website=Stuff |access-date=19 April 2020 |language=en}}</ref> Advocacy group Greater Auckland proposed the Regional Rapid Rail initiative in 2017, including tilt trains with a maximum speed of 160&nbsp;km/h.<ref>{{cite web|url=https://www.nzherald.co.nz/rotorua-daily-post/news/article.cfm?c_id=1503438&objectid=11905926|title=High-speed Auckland to Rotorua rail link proposed|work=[[The New Zealand Herald]] |date=18 August 2017|access-date=5 August 2017}}</ref> This network would provide passenger services linking [[Auckland]] with [[Hamilton, New Zealand|Hamilton]], [[Tauranga]] and [[Rotorua]]. 

In 2020, the government announced funding for a number of rail-related infrastructure projects, mainly in the Auckland region.<ref>{{cite web|url=https://www.rnz.co.nz/news/political/408385/govt-s-12b-infrastructure-spend-rail-roads-and-dhbs-the-big-winners|title=Govt's $12b infrastructure spend: Rail, roads and DHBs the big winners|author=Jane Paterson|website=[[Radio New Zealand]] |date=29 January 2020|access-date=29 January 2020}}</ref>

A business case is progressing for a [[Marsden Point Branch|branch railway]] to be built from the [[North Auckland Line]] to [[Northport, New Zealand|Northport]] at [[Marsden Point]].

==Operations==

=== Freight ===
{{main|KiwiRail}}
[[File:Main South Line Shunting yards Dunedin.jpg|thumb|right|Freight marshalling yard in Dunedin, 16 August 2007. Freight makes up the bulk of KiwiRail's annual revenues.]]
[[File:Tranzrail bumblebee.jpg|thumb|right|An [[New Zealand EF class locomotive|EF class locomotive]] in the [[Tranz Rail]] "bumble-bee" livery hauling container wagons on the [[North Island Main Trunk]] at Raurimu Spiral in September 2006.]]
[[File:Coastal Pacific 01.JPG|thumb|right|The [[Coastal Pacific]] service arriving at [[Picton, New Zealand|Picton]] in December 2011.]]
[[File:Auckland electric train at Newmarket station, April 2014.jpg|thumb|right|Auckland [[New Zealand AM class electric multiple unit|AM class]] electric passenger train at [[Newmarket railway station, Auckland|Newmarket station]], April 2014.]]
[[File:NZR FP class 01.JPG|thumb|right|A FP/FT class "Matangi" EMU at Wellington railway station, 9 September 2010.]]
[[File:Ja1271 on approach to Ahuriri - 14 February 2003.jpg|thumb|right|Preserved [[NZR Ja class|J<sup>A</sup> class]] locomotive 1271 on an excursion at [[Ahuriri]] in February 2003.]]
Freight is carried by KiwiRail and provides the majority of its revenue traffic. In the 2017–2018 financial year, freight contributed $350.7 million in revenue or 57% of the company's total revenue.<ref name="kiwirail annual report 2018">{{cite web|url=https://www.kiwirail.co.nz/uploads/Publications/KiwiRail%20Integrated%20Report%202018.pdf|publisher=[[KiwiRail]]|title=KiwiRail Integrated Report 2018|date=2018|access-date=12 April 2019|archive-date=22 January 2019|archive-url=https://web.archive.org/web/20190122041148/https://www.kiwirail.co.nz/uploads/Publications/KiwiRail%20Integrated%20Report%202018.pdf|url-status=dead}}</ref> Freight is mostly bulk traffic geared towards export industries, with general freight being largely restricted to [[containerization|containerised]] and palletised products on the trunk route. Major bulk freight includes coal, lime, steel, wood and wood products, paper pulp, dry and liquid milk, cars, fertiliser, grain and [[Intermodal container|shipping containers]].{{sfn|Churchman|Hurst|2001|p=2}}

Freight levels have returned to the level that they were at when the railway had a virtual monopoly on land transport, prior to 1983. In 1980 11.8 million tonnes of freight was moved by rail, in 1994 this had decreased to 9.4 million tonnes. By 1999, tonnes carried had increased to 12.9 million tonnes, slightly more than the 1975 peak.<ref name="stats_nz"/> In the 2006–2007 financial year, 13.7 million tonnes of freight were carried.<ref name="freightstudy">{{cite web|last=|first=|date=Sep 2008|title=National Freight Demands Study|url=https://www.yumpu.com/en/document/view/27200596/national-freight-demands-study-ministry-of-transport|access-date=12 April 2019|website=}}</ref> This equated to 3.96 million net tonne kilometres (or the number of tonnes of traffic gained in 2008–2009 compared to the amount of traffic hauled in the 2006–2007 year).<ref name="freightstudy" />

In recent years, the amount of freight moved by rail has increased substantially and has started to gain market share in non-bulk areas as well. Freight on the North Island Main Trunk line between Auckland and Palmerston North saw an increase of 39% in freight volumes between 2006 and 2007. The five daily trains on the 667&nbsp;km line reduced truck volumes on the route by around 120 per day.<ref>{{cite news|url=http://www.nzherald.co.nz/topic/story.cfm?c_id=296&objectid=10458231|title=Rail freight figures up|work=[[The New Zealand Herald]]|date=17 August 2007}}</ref>

A 2008 study by the Ministry of Transport predicted that by 2031 rail freight volumes would increase to 23 million tonnes per annum or 70% on the 2006–2007 financial year. In 2018 the same report found freight levels had increased by 17% between 2007 and 2012.<ref name="freightstudy" />

===Long-distance passenger services===
[[File:New Zealand passenger rail services 1920 to 2020.gif|thumb|left|New Zealand passenger rail services 1920 to 2020]]
{{main|Great Journeys New Zealand}}
As of 2023, there are only five long-distance passenger routes: the [[Capital Connection]] between Wellington and [[Palmerston North]], the [[Northern Explorer]] between [[Auckland]] and [[Wellington]], the [[Coastal Pacific]] between [[Picton, New Zealand|Picton]] and [[Christchurch]], the [[TranzAlpine]] between Christchurch and [[Greymouth]], and [[Te Huia]] between [[Hamilton railway station (New Zealand)|Hamilton]] and [[The Strand Station|Auckland Strand]].

[[Dunedin Railways]] operates tourist trains out of [[Dunedin]], with frequent services on part of the former [[Otago Central Railway]] line and occasional services north from Dunedin to Palmerston. This service was mothballed in the wake of the COVID-19 pandemic,<ref>{{Cite web|date=2020-05-06|title=Plan to get Dunedin Railways back on track|url=https://www.stuff.co.nz/travel/destinations/nz/121426320/plan-to-get-dunedin-railways-back-on-track|access-date=2020-06-28|website=Stuff|language=en}}</ref><ref name="dnrailways" /> but has since restarted with a reduced timetable.

[[Mixed train]]s were "once the backbone of the New Zealand railway passenger system" on branch and even main lines, but the last scheduled mixed train ran between Whangarei and Opua on 6 June 1977. With a "rake of assorted wagons" and one or two passenger carriages, often listed as "goods with car" in timetables, they were slow, often stopping and shunting wagons en route. In the 1930s they ran from Christchurch to Springfield on the Midland line, and into the 1950s overnight between Christchurch and Dunedin. On the North Island Main Trunk they ran during the day while the expresses ran at night. On the Okahukura-Stratford line they lasted to the early 1970s.{{sfn|Bromby|2003|p=120-121}}

In the 1950s and 1960s, most provincial routes had railcar and locomotive-hauled passenger services. In 1965, 25 million passengers travelled by rail; by 1998 the number had decreased to 11.7 million.<ref name="stats_nz">{{cite web|url=http://www.stats.govt.nz/methods_and_services/access-data/tables/long-term-data-series/~/media/Statistics/Methods%20and%20Services/Tables/Long-term%20data%20series/J%20Transport/table-j2-1.ashx|title=Statistics New Zealand - Long term data series - J Transport - J2 Rail - J2.1 Passengers and freight carried by rail.xls|format=Excel|access-date=20 October 2009|archive-date=10 June 2011|archive-url=https://web.archive.org/web/20110610050704/http://www.stats.govt.nz/methods_and_services/access-data/tables/long-term-data-series/~/media/Statistics/Methods%20and%20Services/Tables/Long-term%20data%20series/J%20Transport/table-j2-1.ashx|url-status=dead}}</ref> A number of services came to an end in the early 2000s, including the [[Waikato Connection]] between Hamilton and Auckland, the [[Kaimai Express]] between Auckland and Tauranga, the [[Geyserland Express]] between Auckland and Rotorua, the [[Bay Express]] between Wellington and Napier, [[Southerner (New Zealand train)|the Southerner]] between Christchurch and [[Invercargill]] and the [[Northerner (train)|Northerner]] night service between Auckland and Wellington.<ref>{{cite web|title=Passenger rail routes farewelled|url=http://tvnz.co.nz/view/page/423466/61068|archive-url=https://web.archive.org/web/20110516170759/http://tvnz.co.nz/view/page/423466/61068|archive-date=16 May 2011|publisher=[[Television New Zealand]]|date=7 October 2001|access-date=25 April 2019}}</ref>

Two further long distance scheduled passenger services, the Northern Explorer and Coastal Pacific ended their services in December 2021.<ref>{{Cite news|title=Urgent calls for long-distance passenger services to stay as KiwiRail cuts operations|language=en|work=Newshub|url=https://www.newshub.co.nz/home/new-zealand/2021/12/urgent-calls-for-long-distance-passenger-services-to-stay-as-kiwirail-cuts-operations.html|archive-url=https://web.archive.org/web/20211219200945/https://www.newshub.co.nz/home/new-zealand/2021/12/urgent-calls-for-long-distance-passenger-services-to-stay-as-kiwirail-cuts-operations.html|url-status=dead|archive-date=19 December 2021|access-date=2022-01-29}}</ref> On April 12, 2022, KiwiRail announced the return of the Northern Explorer and Coastal Pacific services in September, alongside new multi day excursion trains at a later date.<ref>{{Cite web |title=Making Our Great Journeys Even Greater |url=https://www.greatjourneysofnz.co.nz/explore-nz/our-scenic-nz-trains/making-our-great-journeys-even-greater/ |access-date=2022-06-06 |website=Great Journeys of New Zealand |language=en-US |archive-url=https://web.archive.org/web/20220513021327/https://www.greatjourneysofnz.co.nz/explore-nz/our-scenic-nz-trains/making-our-great-journeys-even-greater/ |archive-date=13 May 2022 |url-status=dead}}</ref>

[[Manawatu-Whanganui|Horizons Regional Council]]'s 2021-2031 Regional Land Transport Plan noted that KiwiRail is considering a "connector service" which would link the districts' populations to urban services. It also noted that rail service between [[Whanganui railway station|Whanganui]] and Palmerston North could be established. The Plan proposes to replace the Capital Connection, a long-range commuter train, with a modern and larger train fleet that could operate at a higher frequency.<ref>{{cite web |title=2021-2031 Regional Land Transport Plan |url=https://www.horizons.govt.nz/HRC/media/Media/2021-31-Regional-Land-Transport-Plan.pdf?ext=.pdf |website=www.Horizons.govt.nz |publisher=Horizons Regional Council |access-date=1 July 2021}}</ref>

=== Suburban passenger services ===
Currently, Auckland and Wellington have suburban passenger services. In both cities, the respective local governments own the suburban passenger rolling stock and contract the operation of services to a third party. The Auckland commuter rail services are operated by [[Auckland One Rail]] and the Wellington commuter rail services are operated by [[Transdev]], with KiwiRail the rail network infrastructure provider.<ref name="transdev" />

==== Wellington ====
The Wellington suburban network has five lines: [[Johnsonville Line|Johnsonville]], [[Kāpiti Line|Kapiti]], [[Melling Line|Melling]], [[Hutt Valley Line|Hutt Valley]] and [[Wairarapa Connection|Wairarapa]]. In 1938, Wellington became the second city (after the Christchurch service to Lyttelton) to have electric suburban trains, and from 1970 to 2014 was the only city with them.{{sfn|Bromby|2003|p=135}}

From July 2016, the services have been operated by [[Transdev Wellington]].<ref name="transdev">{{cite web|url=http://www.stuff.co.nz/business/industries/75208588/Wellingtons-trains-to-be-run-by-French-company-Transdev-after-KiwiRail-loses-contract|title=Wellingtons trains to be run by French company Transdev after KiwiRail loses contract|date=17 December 2015|access-date=21 January 2016|publisher=The Dominion Post}}</ref> Prior to Transdev, KiwiRail's [[Tranz Metro]] division held the contract. Wellington's suburban rolling stock consists of [[Multiple unit|electric multiple units]], with diesel locomotive-hauled carriage trains used on the Wairarapa service. All of the rolling stock (except the diesel locomotives) is owned by Greater Wellington Rail Limited, a subsidiary of Greater Wellington Regional Council. Transdev Wellington contracts KiwiRail to provide and operate the required diesel locomotives.<ref name="transdev" />

==== Auckland ====
Auckland's network consists of four lines: [[Southern Line (Auckland)|Southern]], [[Eastern Line (Auckland)|Eastern]], [[Western Line (Auckland)|Western]] and [[Onehunga Line|Onehunga]]. All services on these lines are provided by [[New Zealand AM class electric multiple unit|AM class electric trains]], the conversion from diesel being completed by the end of 2015<ref>{{cite news|url=http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=11245293|title='Stunning' electric trains launched – but soon face delays|work=[[The New Zealand Herald]]|date=28 April 2014}}</ref> with the exception of a then-non-electrified section of track between Papakura and Pukekohe, where a diesel train shuttle service operated. The Papakura to Pukekohe section was electrified in 2024 and reopened to the public in 2025. [[Auckland One Rail]] operates the electric trains on behalf of [[Auckland Transport]] (AT). In recent years the mothballed [[Onehunga Branch]] was reopened (2010)<ref>{{cite news|url=http://www.nzherald.co.nz/rail/news/article.cfm?c_id=296&objectid=10644332|access-date=31 January 2017|title=ARC chief unhappy at delay to new service|date=12 May 2010|work=[[The New Zealand Herald]]}}</ref> and a new line was built ([[Manukau Branch]], opened April 2012).<ref>{{cite news|url=http://www.radionz.co.nz/news/regional/103421/new-auckland-rail-line-opens|access-date=31 January 2017|title=New Auckland rail line opens|publisher=[[Radio New Zealand]]|date=15 April 2012}}</ref> Recent major projects include [[Auckland railway electrification|electrification of the Auckland suburban network]] and the building of the [[City Rail Link]]. Most Auckland rolling stock is owned by AT, which funds and coordinates all services.<ref>{{cite web|url=https://at.govt.nz/about-us/our-role-organisation/daily-activities/|title=Daily activities - Integrated and affordable public transport|publisher=[[Auckland Transport]]|access-date=24 April 2019}}</ref>

==== Other cities ====
{{main|Rail transport in Christchurch}}
Other cities (Christchurch, Dunedin, Invercargill and Napier-Hastings) once had suburban services, but they were withdrawn due to a lack of patronage. The Christchurch-Lyttelton suburban service was stopped in 1972 when passengers were down to "a busload". The last "boat train" for the ferry service to Wellington ran in 1976. The 10.5&nbsp;km line to Lyttelton was electrified from 1929 to 1970. There were worker's trains north to Rangiora; two in the morning and two in the afternoon. Dunedin had suburban trains to Port Chalmers and Mosgiel, withdrawn on 3 December 1982. The Invercargill to Bluff service stopped in 1967; in 1929 the sole [[NZR RM class (Clayton)|Clayton]] steam railcar had been used. Trains ran the {{convert|12|mi|km}} between Napier and Hastings but some were replaced by a [[New Zealand Railways Road Services]] bus in 1926, and soon they ceased altogether.{{sfn|Bromby|2003|p=127-130}}

In 2017, the recently elected [[Sixth Labour Government of New Zealand#Transport and infrastructure|Labour]]-led Coalition government proposed to provide commuter rail in Christchurch and to provide long-distance commuter services from Auckland to Hamilton and Tauranga.<ref>{{cite web|url=https://www.stuff.co.nz/waikato-times/news/95999367/labour-promises-rail-within-18-months-for-hamilton-commuters|title=Labour promises rail within 18 months for Hamilton commuters|author=Matt Shand|date=21 August 2017|access-date=23 April 2019|publisher=[[Stuff (website)|Stuff]]}}</ref>

Worker's concession tickets had been introduced in 1897, initially for the  Wellington-Hutt service, and extended next year to Auckland, Christchurch and Dunedin (and then between Westport and Waimangaroa). A 1979 NZR report "Time for Change" said that the Wellington suburban services revenue met only 26% of operating costs (Dunedin was 28%, Auckland 46%).{{sfn|Bromby|2003|p=128}}

In 2025, [[Mainland Rail]] acquired a fleet of former [[Auckland Transport]] diesel multiple units, for use in Christchurch for special events to [[Te Kaha Stadium]], with a planned launch for services in April 2026.

===School commuters===
{{See also|Nelson Section#School Trains}}
Up to the 1930s and 1940s, pupils had to commute to larger towns for secondary education from places that only had a primary school; for example from rural Canterbury to [[Christchurch Technical High School]].{{sfn|Wright|2009|p=66,70–73,93}} Another famous example was Sir [[Edmund Hillary]] who commuted by school train from [[Tuakau]] to [[Auckland Grammar School]] for three and a half hours, a one-hour and 40 minutes journey each way.{{sfn|Johnston|2013|p=20,22,23}} School trains ran between [[Picton, New Zealand|Picton]] and [[Blenheim, New Zealand|Blenheim]], allowing Picton students to attend Marlborough College (split into [[Marlborough Boys' College]] and [[Marlborough Girls' College]] in 1963). The service was cancelled when [[Queen Charlotte College]] opened in Picton in 1965, and those students remaining at the Marlborough Colleges switched to buses.<ref>{{cite web|url=http://www.theprow.org.nz/society/education-in-marlborough/#.XCXQ5FwzbIU|title=Education in Marlborough|website=www.theprow.org.nz}}</ref><ref>{{cite web|url=http://www.railheritage.org.nz/Register/Listing.aspx?c=21&r=9&l=37|title=Rail Heritage Trust of New Zealand – Blenheim Station|website=www.railheritage.org.nz}}</ref>

The NZR offered season tickets for primary and secondary school students from 1877, using funds paid for out of the Education budget, and from 1885 for students attending primary schools from a place lacking a local school.{{sfn|Leitch & Stott|1988|p=31}} [[Prime Minister of New Zealand|Premier]] [[Richard Seddon]] and the [[Liberal Government of New Zealand|Liberal Government]] were keen to place secondary education "within the reach of the poorest man in the Colony" with an extension of the free passes in 1898 and 1909. School season passes increased from 8,720 in 1899 to 29,705 in 1914–15, when one in seven primary and secondary students travelled by train. Some pupils reached home after dark in the winter and had to milk cows before and after school. [[John Pascoe (mountaineer)|John Pascoe]] said that some children spend "up to six hours a day travelling." Boys and girls were usually segregated.{{sfn|Atkinson|2007|p=78-82}}

==Infrastructure and mechanical==

=== Rail network ===
{{main|List of railway lines in New Zealand}}
The New Zealand rail network has around {{convert|4128|km|mi|0|abbr=off}} of line,<ref>{{cite web |url= https://www.cia.gov/the-world-factbook/countries/new-zealand/ |title= CIA – The World Factbook – New Zealand |access-date=7 March 2019}}</ref> of which about {{convert|506|km|mi|abbr=off}} is [[railway electrification system|electrified]]. At the network's peak in 1953, some {{convert|5689|km|mi|0|abbr=off}} of line was open.<ref name="kiwirail history">{{cite web|url=https://www.kiwirail.co.nz/about-us/history-of-kiwirail.html|title=KiwiRail – Brief rail history|access-date=7 March 2019|publisher=[[KiwiRail]]|archive-date=23 January 2012|archive-url=https://web.archive.org/web/20120123113557/https://www.kiwirail.co.nz/about-us/history-of-kiwirail.html|url-status=dead}}</ref> A 2009 study counted 1,787 bridges and 150 tunnels (totalling {{convert|80|km|mi}} in length) on the rail network,<ref>{{Cite web|url=https://www.nzta.govt.nz/assets/resources/research/reports/370/docs/370.pdf|title=Promoting sustainability in New Zealand's rail system – New Zealand Transport Agency Research Report 370|last=P. McGimpsey, J. Havemann and J. Sutcliffe Beca Carter Hollings & Ferner Ltd.|date=2009}}</ref> but a 2011 study said there were 1,636 bridges, with a total length of {{Convert|63.8|km|abbr=on}} and 145 tunnels, with a total length of {{Convert|87.4|km|abbr=on}}.<ref name=":0">{{Cite web|last=N Mithraratne|date=December 2011|title=Lifetime liabilities of land transport using road and rail infrastructure|url=https://nzta2.cwp.govt.nz/assets/resources/research/reports/462/docs/462.pdf}}</ref> A 2021 Kiwirail report showed 106 tunnels and 1,344 bridges.<ref>{{Cite web|date=2021|title=KiwiRail Statement of Corporate Intent 2022-2024|url=https://www.kiwirail.co.nz/assets/Uploads/documents/Statement-of-Corporate-Intent-SCI/2022-2024-SCI-KiwiRail.pdf}}</ref> Difficult terrain meant that some lines took years to complete, and has necessitated a number of complicated engineering feats, notably the [[Raurimu Spiral]] and [[Rimutaka Incline]] (the latter no longer in use).{{sfn|Bromby|2003|p=42}}

The network has been the subject of major upgrading works on a number of occasions. The biggest of these were the [[Westfield Deviation]] of the [[North Island Main Trunk]] from Auckland to [[Westfield Junction]] via Panmure and Glen Innes, opened 1930, the [[Tawa Flat deviation]] in Wellington, opened 1937;{{sfn|Bromby|2003|p=23}} the [[Rimutaka Tunnel|Rimutaka deviation]] to the Wairarapa, opened 1955;{{sfn|Bromby|2003|p=42}} and the [[Kaimai Tunnel|Kaimai deviation]] in the Bay of Plenty, opened 1978. All of these involved major tunnelling works, of close to {{convert|9|km|abbr=off}} each in the two latter cases. Significant infrastructure improvements were also carried out on the North Island Main Trunk in the mid-1980s, some as part of the electrification scheme.{{sfn|Bromby|2003|p=21}}

As part of the 10-year Turnaround Plan announced in 2010, a number of regional lines were placed under threat of closure:<ref>{{cite news|url=http://www.stuff.co.nz/dominion-post/politics/3709667/KiwiRail-gets-250m-initial-boost|title=KiwiRail gets $250m initial boost|author=Tracy Watkins|work=[[The Dominion Post (Wellington)|The Dominion Post]]|date=18 May 2010}}</ref> all lines in [[Northland Region|Northland]] that form part of the [[North Auckland Line]], the [[Stratford–Okahukura line]] in [[Taranaki]] (mothballed since 2009), the northern portion of the [[Wairarapa Line]], the Gisborne – Napier section of the [[Palmerston North - Gisborne Line]] (mothballed due to storm damage north of [[Wairoa]] early 2012, mothballed Napier – Gisborne from October 2012)<ref>{{cite web |url=https://www.kiwirail.co.nz/news/184/78/KiwiRail-to-mothball-Napier-Gisborne-line/d,news.html |title=KiwiRail to mothball Napier-Gisborne Line |date=2 October 2012 |publisher=KiwiRail |archive-url=https://web.archive.org/web/20121119235346/https://www.kiwirail.co.nz/news/184/78/KiwiRail-to-mothball-Napier-Gisborne-line/d,news.html |archive-date=19 November 2012 |url-status=dead}}</ref> As part of KiwiRail's 10-year long-term plan, most new capital will be spent on locomotives, wagons and the Auckland – Wellington – Christchurch freight corridor.<ref>{{cite news|url=http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=10645846|work=[[The New Zealand Herald]]|title=Mixed reaction to KiwiRail spend|author=[[NZPA]]|date=23 May 2010}}</ref>

{{See also|Tunnels in New Zealand}}

===Signalling===
{{main|Railway signalling in New Zealand}}
Six [[Railway signalling|signalling systems]] are used in New Zealand: automatic signalling rules (ASR), [[double line automatic]] (DLA), single line automatic (SLA), [[centralised traffic control]] (CTC), [[track warrant control]] (TWC), and station limits. Signals are of the colour light type and operate on speed signalling principles, i.e. signals tell the driver what speed they should proceed, but not necessarily the route they will take.<ref>{{cite web |title= New Zealand Signalling Overview |url= http://www.valleysignals.org.nz/hvsignals/signallingoverview.html |work= Hutt Valley Signals |date= 9 November 2013 |access-date= 6 November 2014 |archive-date= 6 November 2014 |archive-url= https://web.archive.org/web/20141106052644/http://www.valleysignals.org.nz/hvsignals/signallingoverview.html |url-status= dead }}</ref> The Auckland suburban network is also equipped with [[European Train Control System]] (ETCS) Level 1 signalling and train protection.<ref>{{cite news |first= Mathew |last= Dearnaley |date= 24 June 2014 |title= New trains made tardy by controls |url= http://www.nzherald.co.nz/nz/news/article.cfm?c_id=1&objectid=11280127 |work=[[The New Zealand Herald]]|access-date=7 March 2019}}</ref> [[Signalboxes]] and signalling were supplied by McKenzie & Holland from their factory in Melbourne. The largest mechanical signal box in New Zealand was Frankton Junction, 85 miles south of Auckland, with 70 levers.

===Motive power===
{{main|Locomotives of New Zealand}}

==== Steam ====
From its inception until the 1950s, steam locomotives were the main motive power on New Zealand's railways. Initially, steam locomotives were mostly imported from the [[United Kingdom]] from various manufacturers.<ref name="te ara steam locomotives">{{cite encyclopedia|url=https://teara.govt.nz/en/railways/page-4|encyclopedia=[[Te Ara: The Encyclopedia of New Zealand]]|date=11 March 2016|access-date=7 March 2019|title=Page 4. Steam locomotives}}</ref> The first major class was the [[NZR F class|F class]] tank locomotives, of which 88 were imported. From the 1870s, locomotives were imported from the United States, and generally found to be better suited to New Zealand's conditions, although the pro-British public and politicians preferred locomotives from the United Kingdom.<ref name="te ara steam locomotives" /> In 1889, NZR began manufacturing its own locomotives, starting with the [[NZR W class]].<ref name="te ara steam locomotives" /> Local engineering firm [[A&G Price]] also manufactured a significant number of steam locomotives for NZR.{{sfn|Bromby|2003|p=63}}

==== Diesel ====
[[Dieselisation]] of rail transport began in the late 1940s with small shunting locomotives.{{sfn|Parsons|2002|p=8}} The first mainline diesel locomotives, the [[NZR DF class (1954)|English Electric D<sup>F</sup> class]], were introduced in 1954, but it was not until the introduction of the [[New Zealand DA class locomotive|D<sup>A</sup> class locomotives]] the following year that steam began to be seriously displaced in the North Island. The last steam locomotive to be built by NZR, [[NZR JA class|J<sup>A</sup> 1274]], was introduced into service in December 1956, and by 1967, steam had all but disappeared from the North Island. Steam remained in the South Island until November 1971, when the last seven J<sup>A</sup> locomotives that worked the Main South Line were withdrawn from revenue service, steam in the South Island having been displaced by the [[New Zealand DJ class locomotive|DJ class locomotive]].{{sfn|Parsons|2002|p=11}}

Starting from the mid-1970s, the first generation diesel locomotives were withdrawn, being replaced by new locomotives, predominantly designs from North America. The General Electric manufactured [[New Zealand DX class locomotive|DX class]] were introduced from 1972 to 1975, and the original DF class were withdrawn and the General Motors [[New Zealand DF class locomotive (1979)|DF class]] introduced from 1979.{{sfn|Parsons|2002|p=14}} NZR also rebuilt some of the [[New Zealand DG and DH class locomotive|DG class locomotives]]. At the same time, the newest locomotives of the [[New Zealand DA class locomotive|DA class]] were rebuilt as [[New Zealand DC class locomotive|DC class]] locomotives in Australia and New Zealand. The last of the first-generation diesel locomotives were withdrawn in the late 1980s and early 1990s.{{sfn|Parsons|2002|p=14}}

[[File:DL 9193 at Middlemore.jpg|thumb|Chinese-built DL class locomotive 9193 hauling a freight train at Middlemore in November 2012. The DL class are the newest locomotives on New Zealand's network.]]
Due to a decline in rail freight volumes following land transport deregulation in 1983, and the introduction of electrification on the North Island Main Trunk, no new mainline diesel locomotives were introduced in the 1990s.{{sfn|Parsons|2002|p=39}} Some second-hand locomotives were imported from [[Queensland Rail]] in the mid-1990s and rebuilt as [[New Zealand DQ and QR class locomotives|DQ class locomotives]], most of these locomotives were then re-exported to [[TasRail]], then part-owned by Tranz Rail. The first new diesel locomotives imported to New Zealand since the 1970s were the [[New Zealand DL class locomotive|DL class locomotives]] from China, arriving from 2010 onwards.{{sfn|KiwiRail|2011|p=16}}

==== Electric ====
{{main|Railway electrification in New Zealand}}
In the 1920s, two short sections of railway line were electrified at 1500 V DC: Arthur's Pass to Otira (electrified 1923) and Christchurch to Lyttelton (1929), both which have since been decommissioned.{{sfn|Bromby|2003|p=136}} Electrification of the Wellington suburban network at 1500 V DC began in 1938 with the Johnsonville Line, followed by the North Island Main Trunk (NIMT) as far as Paekakariki in 1940, and the Hutt Valley lines in 1953–55. The NIMT electrification was extended to Paraparaumu in 1983 and to Waikanae in 2011.{{sfn|Bromby|2003|p=136}}

In 1988, [[25 kV AC]] electrification of the [[North Island Main Trunk]] (NIMT) between Palmerston North and Hamilton was commissioned, and a new generation of mainline electric locomotives, the [[New Zealand EF class locomotive|EF class]], was introduced.{{sfn|Bromby|2003|p=20}}

In 2014, [[Auckland railway electrification|electrification of Auckland]]'s suburban rail network was completed, also built to 25 kV AC.

===Couplings===
[[File:Norwegian couplings on old freight wagons at the Little River railway station, New Zealand (cropped).jpg|thumbnail|Norwegian couplings on old freight wagons displayed at the [[Little River Branch|Little River railway station]]]]
The [[Norwegian coupling]], also called chopper coupler, was the standard coupler used in New Zealand for non-passenger rolling stock and locomotives until recent years. In the 1970s a large heavy-duty version of the chopper coupler was developed, initially for the [[New Zealand DX class locomotive|DX class]].{{sfn|KiwiRail|2011|p=21}} Auckland's [[New Zealand AM class electric multiple unit|AM class]] and Wellington's [[New Zealand FP class electric multiple unit|FP/FT class "Matangi"]] electric multiple units use the [[Scharfenberg coupler|Scharfenberg coupling]].{{sfn|KiwiRail|2011|p=53}}

The [[Janney coupler|Janney]] ("Alliance") coupler was first used on heavy coal trains and has been progressively introduced on newer rolling stock and rebuilt locomotives.  A program of retrofitting older rolling stock has been underway since 2013.<ref>{{cite news|url=http://www.radionz.co.nz/news/national/216383/kiwirail-looking-overseas-for-parts|title=Kiwirail looking overseas for couplings|date= 7 August 2013|access-date=7 March 2019}}</ref>

===Workshops===
The New Zealand Railways Department had major workshops at [[Addington Workshops|Addington]] (Christchurch), [[East Town Railway Workshops|Easttown]] (Wanganui), [[Hillside Engineering|Hillside]] (Dunedin), [[Petone Workshops|Petone]] (Lower Hutt, near Wellington) then [[Hutt Workshops|Hutt]] (Lower Hutt, near Wellington) and [[Newmarket Workshops|Newmarket]] then [[Otahuhu Workshops|Otahuhu]], (Auckland). All were progressively closed (mostly in the 1980s), leaving only Hutt Workshops still operating. A number of small maintenance depots also currently operate, for example at Addington, Christchurch.{{sfn|Bromby|2003|p=157}}

In 2019 [[Hillside Engineering|Hillside]] (Dunedin) which had been closed in 2012 was reopened.

==Accidents==
{{main|List of rail accidents in New Zealand}}
Safety regulation is the responsibility of the [[NZ Transport Agency]]. NZTA also investigates accidents and incidents with a view to ensuring regulations and rules were observed.<ref>{{cite web|url=https://www.nzta.govt.nz/roads-and-rail/rail/|title=Rail|date=2019|publisher=[[NZ Transport Agency]]|access-date=23 April 2019|quote=The NZ Transport Agency has primary regulatory responsibility for rail safety in New Zealand... [t]he Rail Safety team also works closely with other agencies and regulators, including WorkSafe and the Transport Accident Investigation Commission (TAIC).}}</ref> The [[Transport Accident Investigation Commission]] ''may'' also inquire into selected accidents and incidents to determine the circumstances and causes and help prevent similar occurrences in the future.<ref>{{Cite web|url=http://legislation.govt.nz/act/public/1990/0099/latest/DLM219781.html|title=Purpose of TAIC|website=NZ Legislation - TAIC Act|access-date=16 September 2019}}</ref>

Modern signalling, train detection and communications systems, as well as an overall decline in rail passenger traffic, has greatly decreased the number of fatal accidents occurring on New Zealand's railway network.{{sfn|Churchman|1992|p=4}}

New Zealand's most serious rail disaster occurred on Christmas Eve 1953, during the visit of Queen [[Elizabeth II]], when a [[lahar]] washed away the bridge in the [[Tangiwai disaster]]. 151 people died when the bridge collapsed as a Wellington-Auckland express passenger train was crossing it.{{sfn|Bromby|2003|p=131}} The next most serious accident was the [[Hyde railway disaster]] of 1943, when the Cromwell–Dunedin express derailed after travelling at excessive speed. 21 people died. The driver was later found to have been intoxicated and was jailed for manslaughter.{{sfn|Bromby|2003|p=131}}

==Heritage rail==
{{main|Railway preservation in New Zealand}}

=== Heritage mainline passenger services ===
Four heritage rail operators own and operate their own carriage and mainline-certified steam or diesel locomotive fleets. These are the [[Railway Enthusiasts Society]], [[Steam Incorporated]], [[Mainline Steam]] Trust and the [[Otago Excursion Train Trust]] ([[Dunedin Railways]]). These groups have operated special excursion trains on the national network since 1978, and have been allowed to use suitable locomotives to haul these trains since 1985.{{sfn|Churchman|Hurst|2001|p=214}}

===Heritage and museum railways===
About 60 groups operate railway heritage lines or museums, almost all members of the [[Federation of Rail Organisations of New Zealand]]. They include street tramways and bush tramways as well as railways. Large-scale rail preservation in New Zealand got underway in the 1960s when many steam locomotives were withdrawn and branch lines closed.{{sfn|Churchman|Hurst|2001|p=215}}{{sfn|Troup|1973|p=235}}

Current operations of the [[heritage railway]] type include the [[Kingston Flyer]], [[Glenbrook Vintage Railway]], [[Bush Tramway Club]], [[Waitara Railway Preservation Society]], [[Weka Pass Railway]], and [[Dunedin Railways]]. Dunedin Railways is a [[Council-controlled organisation]] (CCO) 72% owned by the [[Dunedin City Council]] and runs the ''Taieri Gorge Limited'' which is {{convert|60|km|mi}} in length, and various other services around Dunedin and Otago.<ref name="dnrailways">{{cite web|url=https://www.dunedinrailways.co.nz/about/our-company|title=Dunedin Railways - Our Company|publisher=[[Dunedin Railways]]|access-date=24 April 2019|archive-date=17 January 2020|archive-url=https://web.archive.org/web/20200117045036/https://www.dunedinrailways.co.nz/about/our-company|url-status=dead}}</ref>

All other lines are operated by voluntary societies. The Weka Pass Railway at {{convert|13|km|mi}} is the most lengthy of these. The [[Bay of Islands Vintage Railway]] is {{convert|11|km|mi}} in length, but is in poor condition; having operated its first trains through Kawakawa since operations ceased in 2000 for two weeks from 3 July 2007, the Society is now working on rehabilitating the track between Kawakawa and Opua.<ref>{{cite web|url=https://www.bayofislandsvintagerailway.org.nz/about-boivr/our-future/|title=Bay of Islands Vintage Railway - Our Future|date=2019|access-date=25 April 2019|publisher=[[Bay of Islands Vintage Railway]]|archive-date=25 April 2019|archive-url=https://web.archive.org/web/20190425013938/https://www.bayofislandsvintagerailway.org.nz/about-boivr/our-future/|url-status=dead}}</ref>

== In popular culture ==
New Zealand National Film Unit Film Director David Sims completed a number of films on the history of New Zealand railways,<ref>{{cite web|url=https://www.nzonscreen.com/profile/david-sims/biography|title=Biography of David Sims|publisher=NZ on Screen|access-date=14 June 2020}}</ref> including Main Trunk Century (2009); The Truth About Tangiwai (2002); Total Steam (1996); North Island Main Trunk (1995).<ref>{{Cite web|last=Screen|first=NZ On|title=David Sims {{!}} NZ On Screen|url=https://www.nzonscreen.com/profile/david-sims/screenography|access-date=2020-06-13|website=www.nzonscreen.com|language=en}}</ref>

In 2004–05 [[Television New Zealand]] (through Jam Productions) broadcast "Off The Rails" a 12-part journey on the then current rail network from Invercargill to Northland presented by [[Marcus Lush]].

==See also==
* [[List of New Zealand railway museums and heritage lines]]
* [[List of railway lines in New Zealand]]
* [[Public transport in New Zealand]]
* [[Trams in New Zealand]]
* [[Transport in New Zealand]]
* [[Tunnels in New Zealand]]

==References==
{{reflist}}

== Bibliography ==
{{Refbegin|30em|indent=yes}}
*{{cite book |last=  Atkinson |first= Neil |title= Trainland: How Railways made New Zealand  |year= 2007 |publisher=Random House |location= Auckland |isbn= 978-1-86941-905-9 }} 
*{{Cite book | author1=Barry, Colin |author2=Brouwer, John  | author3 =Dash, Colin |author4 =Dickenson, Peter|author5=Shalders, Bruce| title=Cavalcade 125 | publication-date=1988 | publisher=Ferrymead 125 Committee | url=https://trove.nla.gov.au/work/19528333 | access-date=22 March 2019 |ref={{sfnref|Cavalcade125|1988}}}}
* {{cite book|first=André|last=Brett|title=Acknowledge No Frontier – The Creation and Demise of New Zealand's Provinces, 1853–76|url=https://www.otago.ac.nz/press/books/otago614631.html|publisher=[[Otago University Press]]|date=June 2016|location=Dunedin|isbn=978-1-927322-36-9}}
* {{cite book|last1=Brett|first1=André|last2=van der Weerden|first2=Sam|title=Can't Get There From Here - New Zealand Passenger Rail Since 1920|publisher=[[Otago University Press]]|isbn=9781990048098|year=2021}}
*{{cite book | last = Bromby | first = Robin | title = Rails that built a Nation: An Encyclopaedia of New Zealand Railways  | publisher = Grantham House | date = 2003 | location = Wellington | isbn = 1-86934-080-9}} 
* {{Churchman & Hurst Railways of New Zealand}}
*{{cite book |title=Danger Ahead – New Zealand Railway Accidents in the Modern Era |last=Churchman |first=Geoffrey B. |year=1992 |publisher=IPL Publishing Group |location=Sydney and Wellington |isbn=0-908876-74-2}}
* {{cite book |last1=Stott |first1=Bob |last2=Leitch |first2=David |year=1988|location=Auckland|title=New Zealand Railways: The First 125 Years |publisher=Heinemann Reed|isbn=0-7900-0000-8|pages=176|ref={{sfnref|Leitch & Stott|1988}}}}
*{{NZR Steam Locomotive}}
* {{cite book |title=KiwiRail Locomotive and Rolling Stock Register - 2011 | year= 2011 | publisher=Triple M Productions| location=Mosgiel, New Zealand| isbn =978-0-9582072-2-5|ref={{sfnref|KiwiRail|2011}}}}
*{{cite book|last=Johnston|first=Alexa|title=Sir Edmund Hillary: An Extraordinary Life|year=2013|publisher=Penguin Random House New Zealand Limited|isbn=978-0143006466}}
* {{cite book|last=Parsons|first=David|title=New Zealand Railway Motive Power 2002|publisher=[[New Zealand Railway and Locomotive Society]]|year= 2002|isbn=978-0-908573-78-3|pages=64|url=http://railsoc.org.nz/publication-catalogue/}}
* {{Palmer & Stewart}}
*{{cite book |last= Sinclair  |first=  Roy |title= Rail: The Great New Zealand Adventure |year= 1987 |publisher=Grantham House |location= Wellington |isbn= 1-86934-013-2 }}
* {{cite book|editor1-first=Gordon|editor1-last=Troup|title=Steel Roads of New Zealand: An Illustrated Survey|publisher=[[Reed Publishing|A.H. & A.W. Reed]]|isbn=0-589-00735-1|year=1973}}
*{{When Steam Was King}}
*{{cite book | last = Wright | first = Matthew  | title = Rails across New Zealand: A History of Rail Travel  | publisher = Whitcoulls  | date = 2003 | location = Wellington | isbn = 1-87732-714-X }}
*{{cite book |last= Wright |first= Matthew |title=  Journey to the Pass: Memories of the Midland Line  |year= 2009 |publisher=Hilton Press |location= Templeton, Christchurch |isbn= 978-0-473-14641-2  }}
{{refend}}

== External links ==

{{subject bar|auto=y|d=y|New Zealand|Railways}}
* [https://nzhistory.govt.nz/culture/railway-stations ''Railway Stations'' from NZ History online] (with Media Gallery)
* [https://nzhistory.govt.nz/culture/rail-tourism ''Rail Tourism'' from NZ History online] (with Media Gallery)
*{{cite web|url=https://www.kiwirail.co.nz/our-story/history/ |title= History of rail in New Zealand |publisher=KiwiRail |date= 2019 }}
* [https://nzetc.victoria.ac.nz/tm/scholarly/tei-corpus-railways.html ''New Zealand Railways Magazine''] at the [[New Zealand Electronic Text Centre]]
* [http://www.nzta.govt.nz/commercial/rail/index.html Regulation of Rail Transport in New Zealand]
*{{cite web|url= https://www.ngataonga.org.nz/search-use-collection/search/316529/ |title= Interview: Railways in Crisis, 1980s; George Gair, Lyndsay Papps and David Findlayson etc (audio file, 1980s) |publisher= Nga Taonga (NZ)  |date= 2023}}
* [http://www.legislation.govt.nz/act/public/2005/0037/latest/DLM341568.html?search=ts_act_Railways+Act_resel&p=1&sr=1 Railways Act 2005]
* [[File:Railways_Timetable_(19573056451).jpg|thumb|1976 maps]]Railway maps [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1897/II/1640 1897], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1898/I/1718 1898], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1899/I/1888 1899], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1900/I/1650 1900], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1901/I/2933 1901], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1902/I/1474 1902], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1903/I/1912 1903], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1904/I/1910 1904], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1905/I/3805 1905], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1906/II/1648 1906], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1907/I/2602 1907], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1908/I/2101 1908], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1910/I/2092 1910], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1911/I/2539 1911], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1912/II/2464 1912], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1913/I/3739 1913], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1914/I/2076 1914], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1915/I/1684 1915], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1925/I/1832 1925], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1926/I/1978 1926], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1927/I/2280 1927], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1928/I/2674 1928], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1929/I/2126 1929], [https://paperspast.natlib.govt.nz/parliamentary/appendix-to-the-journals-of-the-house-of-representatives/1930/I/2252 1930], [https://kiwirail.maps.arcgis.com/apps/View/index.html?appid=556c4a9c73914fe1983529ddf9ae5099 2017]
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{{New Zealand topics}}
{{History of rail transport in Oceania}}

{{DEFAULTSORT:Rail Transport In New Zealand}}
[[Category:Rail transport in New Zealand| ]]
[[Category:3 ft 6 in gauge railways in New Zealand]]