On the 24th June, 1936, the Government approved the acceptance of the tender submitted by the English Electric Company, Ltd., through their New Zealand agents, Messrs. S. Cory-Wright & Salmon, Ltd., for the supply of six electrical multiple-unit motor coaches and six multiple-unit electric-control trailing-coaches, with various other items of equipment, including spare parts for the units, to be used for passenger transport on the Wellington-Johnson-ville electrified section of railway. The new vehicles are of pleasing modern design and of all-steel construction.

The rolling-stock is built on the multiple-unit principle, which permits making up the units into one or two up to eight-coach trains to deal with varying traffic conditions. The complete train is controlled by one driver in the usual way. The normal unit consists of one motor-coach and one trailer, and driving positions are furnished at each end of the unit so that it is not necessary to turn the trains at the terminal stations.

The rolling-stock is of special all-steel lightweight design providing for comfort and safety of passengers, who entrain and detrain through wide doors, which are opened and closed automatically under control of the guard. This ensures the complete safety of passengers, as it is not possible for the driver to start the train until all doors are securely fastened. The driving controller is fitted with a safety device, which operates in the event of the driver becoming ill or leaving his driving position for any purpose. In these circumstances the safety device shuts off the electric power and applies the brakes, bringing the train to a standstill.

As a further safety provision, the braking system is of the latest form of electro-pneumatic brake, similar to brakes which are fitted to the underground coaches of the London Transport Board, and the brake is arranged in such a way as to give instantaneous application of the brakes throughout the train.

The electrical equipment is mounted on the motor-coach, four driving motors being fitted on the bogies, and the electrical-control gear (which is of electro-pneumatic type) is mounted in waterproof cases on the coach underframe. This arrangement leaves the whole of the floor space available for passengers and baggage. Power is taken from an overhead trolley wire at 1,500 volts d.c., supplied from the Government hydro-electric system, and an auxiliary supply (at 120 volts d.c.) for the lighting and control of the train is obtained from a small motor-generator mounted on the underframe.

Comfort for Passengers.

Special attention has been paid to the

Auxiliary control compartment in motor coach.

comfort of passengers, with particular reference to the seating, lighting, and heating of the coaches. The seats are of the “throw-over” type (so that passengers can face the direction of travel), and are comfortably upholstered in modern colourings. The fittings for lighting are of the concealed pattern, providing a diffused light of high candle-power throughout the vehicles. Electric heating, thermostatically controlled, ensures even temperature during the cold winter months.