Otaki railway station (New Zealand)
Otaki Railway Station on 15 February 2016.
|Location||Arthur Street, Otaki|
|Line(s)||North Island Main Trunk|
Otaki railway station is a station on the North Island Main Trunk railway line serving Otaki in the Kapiti Coast District of New Zealand. It is served by the Capital Connection long distance commuter train between Wellington and Palmerston North.
The station was opened by the Wellington and Manawatu Railway Company (W&MR) as an intermediate station on the Wellington-Manawatu Line in 1886, with an excursion train from Palmerston North to Otaki on 2 August.
The station building was similar to a Fourth Class railway station built for the NZR by the Public Works Department. The station building had a ladies' waiting room and an office for the stationmaster. The yard had four tracks, a loading ramp, a goods shed, and an engine house and turntable. Initially the station was known as New Otaki to differentiate it from the original settlement, but was soon changed to Otaki. A refreshment room was added in 1893.
Following the nationalisation of W&MR in 1908, a new station was opened in 1909, but was destroyed by fire on 24 July 1910. The replacement Type B station was designed by the notable NZR architect George Troup, and opened in February 1911. It has a New Zealand Historic Places Trust Class II listing.
The following Metlink bus routes serve Otaki station:
- 290: Otaki Beach
As part of the Northern Corridor project, the railway line through Otaki was being re-aligned, with flow-on effects for the railway station. The railway line was re-aligned by Easter 2019. The railway station's platform was shortened at the northern end and extended at the southern end.
There is currently a campaign to extend the electrified commuter services to Otaki, following the extension of the electrification of the Kapiti Line from Paraparaumu to Waikanae. In 2012 the Greater Wellington Regional Council investigated extension of the electrification with Matangi trains north of Waikanae to Otaki (estimated cost $30 million for the Otaki project) and north of Upper Hutt to a new station at Timberlea. However, extension of electrification north to Otaki was removed from official long-term rail improvement plans in 2014. The estimated cost of electrification was put between $115m and $135m, which included new trains. New trains were included as trains with toilets would be required, due to the travel time to Wellington to Otaki being over one hour. This could be a "final nail in the coffin" for the under threat Capital Connection service from Wellington to Palmerston North, which also stops at Otaki. During the 2017 general election, the Green Party proposed extending electrification to Otaki as an alternative to the Northern Corridor extension from Peka Peka.
- Kerr 2001, p. 14f.
- "Peka Peka to Otaki Expressway". New Zealand Transport Agency. 2019. Retrieved 9 March 2019.
- Forbes, Michael (24 November 2012). "Electric extension for trains". The Dominion Post. Wellington: Fairfax NZ News. Retrieved 2 May 2014.
- KLYEN, SAM (7 March 2014). ""Inter-regional" rail service to Wellington mulled". Kapiti Observer. Kapiti Coast: Fairfax New Zealand. Retrieved 2 May 2014.
- "Rail electrification to Otaki too costly". The Dominion Post. 8 March 2014. Retrieved 9 March 2019.
- "Greens suggest extending electric rail services and commuter trains". Scoop.co.nz. 18 February 2019. Retrieved 9 March 2019.
- Cassells, Ken (1994). Uncommon Carrier: The History of the Wellington and Manawatu Railway Company, 1882-1908. New Zealand Railway and Locomotive Society. ISBN 0-908573-63-4.
- Hoy, Douglas, West of the Tararuas: An Illustrated History of the Wellington and Manawatu Railway Company (Wellington, Southern Press, 1972)
- Kerr, Rex (2001). Otaki Railway: A station and its people since 1886. Otaki: Otaki Railway Station Community Trust. ISBN 0-473-08081-8.