In 1901 a detailed inventory was made of the line between Stillwater and Reefton. Stillwater was clearly the main station, with houses for the permanent-way inspector, loco foreman, manager and guard, a cadet in charge of a 3rd-class station building on a 150 ft (46 m) wood and earth platform, with 2 manager's offices, luggage-room, lamp and guard's rooms, coal-store, urinals, WC, a 50 ft × 30 ft (15.2 m × 9.1 m) goods shed, 125 ch (2.5 km) of sidings, 100 ft × 25 ft (30.5 m × 7.6 m) permanent-way store, 60 ft × 15 ft (18.3 m × 4.6 m) stable, 180 ft × 33 ft (55 m × 10 m) carriage and paint shop, 30 ft × 15 ft (9.1 m × 4.6 m) carpentry shed, 30 ft × 21 ft (9.1 m × 6.4 m) blacksmiths, 2-track engine-shed, store-room, permanent-way office, weighbridge, 2 huts, telephones connected to the manager's house and the stations between Reefton and Brunner and a triangle for turning engines.^[69] Stillwater was also one of the stations shown in the annual returns of traffic. For example, in 1924 it sold an average of 25 tickets a day and exported 62,411 hundreds of superficial feet of timber. The table below shows that by 1949 passengers had declined slightly and timber a lot.^[70] In 1922 Stillwater had two Grade 7 staff, including the stationmaster.^[71]

Along the line north-east of Stillwater, the larger bridges are:

• Arnold River (bridge 1)^[66] 123 m (404 ft) long^[72] and, in 1901, on 6 x 66 ft (20 m) spans of lattice-iron girders, on iron cylinder piers, with concrete abutments.^[73]
• Spring Creek (Reeves Creek bridge 4)^[66] is 29 m (95 ft) long^[72] and was on 44 ft (13 m) and 4 x 22 ft (6.7 m) plate-iron girders.^[73]

• No Town Creek (bridge 5) is 43 m (141 ft) long^[72] and was on 22 ft (6.7 m) and 2 x 44 ft (13 m) plate-iron girders.^[73]
• No Town Creek overflow (bridge 6) is 27 m (89 ft) long^[72] and was on 4 x 22 ft (6.7 m) plate-iron girders.^[73]

• Deadman's Creek overflow (bridge 10) is 14 m (46 ft) long^[72] and was on 4 x 22 ft (6.7 m) plate-iron girders.^[73]
• Deadman's Creek (bridge 11) is 21 m (69 ft) long^[72] and was on 3 x 22 ft (6.7 m) plate-iron girders.^[73]

Red Jacks opened as a sawmill siding in 1904.^[77] In 1949 a goods train fell into a nearby patch of raupō. The fireman had a minor head injury.^[78][79] A passing loop remains.^[66]

About 500 m (550 yd) south of the loop, in Mawhera Reserve, beside SH7,^[80] is a geared 0-4-4-0 bush loco built by G & D Davidson in Hokitika in 1913, which worked on the Red Jacks Sawmilling Co tramway from about 1924.^[81] The sawmill had a smaller Davidson in 1906.^[82] There was up to 20 km (12 mi) of tramway in the Red Jacks valley^[56][83] and it was extended in 1933.^[84]

• McLoughlin's Creek (bridge 13) is 28 m (92 ft) long^[72] and was on 4 x 22 ft (6.7 m) plate-iron girders.^[73]

• Red Jack's Creek (bridge 14) is 43 m (141 ft) long^[72] and was on 4 x 22 ft (6.7 m) and a 44 ft (13 m) plate-iron girders.^[73]
• Red Jack's Creek overflow (bridge 15) is 27 m (89 ft) long^[72] and was on 5 x 22 ft (6.7 m) plate-iron girders.^[73]

• Nelson Creek (bridge 18) is 118 m (387 ft) long^[72] and was on 5 x 11 ft (3.4 m) and 5 x 66 ft (20 m) spans, the longer ones lattice-iron girders on iron-cylinder piers.^[73]
• Nelson Creek overflow (bridge 19) is 13 m (43 ft) long^[72] and was on 2 x 22 ft (6.7 m) plate-iron girders, with concrete abutments.^[73]
• West Creek (bridge 21,^[66] formerly German Gully)^[92] is 20 m (66 ft) long^[72] and was on 3 x 22 ft (6.7 m) plate-iron girders with concrete abutments.^[73]

• Callaghan's Creek (bridge 23,^[66] or 24) is 17 m (56 ft) long^[72] and was on 2 x 44 ft (13 m) plate-iron girders with concrete abutments.^[73]

• Ahaura River 660 ft (200 m) (bridge 28) is about a kilometre south of Ahaura.^[66] In 1901 it had 10 x 66 ft (20 m) lattice girders on cylinder piers, with concrete abutments.^[73]
• Orwell Creek (bridge 29) is 27 m (89 ft) long^[72] and was on 4 x 22 ft (6.7 m) plate-iron girders, with concrete abutments.^[73]
• Grey River flood-opening (bridge 32) is 51 m (167 ft) long^[72] and was on 4 x 22 ft (6.7 m) plate-iron girders, concrete piers and abutments.^[73]

• Duffers' Creek (bridge 34) is 14 m (46 ft) long^[72] and was on 2 x 22 ft (6.7 m), plate-iron girders, with concrete abutments.^[105]
• Brandy Jack's Creek (Clear Creek bridge 35)^[66] is 14 m (46 ft) long^[72] and was on 2 x 22 ft (6.7 m) plate-iron girders, with concrete abutments.^[105]

In 1906 the village had a Midland Railway (burnt down 1926)^[109] and a Totara Flat, hotel,^[110] butter factory, school, Roman Catholic and Presbyterian churches, small public hall, 2 stores, butchery and bakery. Potatoes, oats and fat cattle were grown.^[111] The 1901 population was 188.^[112] In 2013 it was part of 61 km² (24 sq mi) meshblock 2399300, with 120 people.^[113]

• Grey River (bridge 37) is 234 m (768 ft) long^[72] and was on 2 x 22 ft (6.7 m) and 11 x 66 ft (20 m) plate-iron girders, on cylinder piers for the longer spans.^[105]
• Grey River overflow (bridge 38) is 21 m (69 ft) long^[72] and was on 3 x 22 ft (6.7 m) plate-iron girders on ironbark piles.
• Grey River overflow (bridges 39 to 41) all 4 x 22 ft (6.7 m) plate-iron girders on ironbark piles.^[105]

• Just over a kilometre south of Ikamatua^[66] a 2 km (1.2 mi) balloon loop was completed in November 2008 to export coal from the Pike River mine^[114] slurry pipeline processing plant. It cost $10m and could handle 45-wagon trains.^[115] It has been little used since the 2010 Pike River Mine disaster,^[116] but sees use from time to time.^[117]

A Post Office was at the station from 19 August 1912 to 12 July 1926.^[54] Refreshment rooms opened on 24 June 1912.^[108] Presumably no one took up a 1926 tender,^[121] because the rooms were moved to Stillwater in 1927.^[122] Closure to passengers was on 11 September 1967,^[55] to stock on 16 May 1982 and final closure on 26 February 1983.^[54] 3 tracks remain^[66] and the station building has been moved and is used for backpackers.^[123]

• In 1892 Stratford and Blair had a sawmill siding north of Ikamatua.^[124] Later they also had tramways in this area.^[56]

• Just over a kilometre north of Ikamatua, Snowy River (bridge 44) is 28 m (92 ft) long^[72] and was on 2 x 22 ft (6.7 m) and 44 ft (13 m) plate-iron girders on ironbark piles, and concrete abutments.^[105]

Hukarere flag station opened for passenger and parcels on 4 September 1906. In 1947 a shelter shed was approved.^[54] Hukarere translates as snow and was named after the Snowy River.^[125] In 2013 it was in meshblock 2398700, which covered the Blackwater valley and had a population of 18.^[126] Only a single line remains.^[66]

• About a kilometre north of Snowy River, Blackwater River (bridge 45) is 92 m (302 ft) long^[72] and was on 8 x 22 ft (6.7 m) and 3 x 44 ft (13 m) plate-iron girders on ironbark piles.^[105]

• Adamstown overflow Creek (bridge 46) is 13 m (43 ft) long^[72] and was on 2 x 22 ft (6.7 m) plate-iron girders, with a concrete pier and abutments.^[105]
• Adamstown Creek (bridge 47) is 29 m (95 ft) long^[72] and was on 2 x 44 ft (13 m) plate-iron girders with concrete abutments.^[105]

• Māwheraiti passing loop is a couple of kilometres south of the former station site.^[66]
• About a kilometre south of the station, the Māwheraiti/Little Grey river (bridge 48) is 217 m (712 ft) long^[72] and was on 2 x 22 ft (6.7 m) and 10 x 66 ft (20 m) plate-iron girders on iron-cylinder piers.^[105]
• A similar distance to the north, Stony Creek (bridge 50) is 80 m (260 ft) long^[72] and was on 6 x 44 ft (13 m) plate-iron girders on ironbark piles.^[105]

• Almost a kilometre south of Maimai, Casolas Creek (bridge 57) is 55 m (180 ft) long^[72] and was on 4 x 40 ft (12 m) plate-iron girders on ironbark piles, with concrete abutments.^[105]

• Little Grey River flood (bridge 58) is 172 m (564 ft) long.^[72] It was on 4 x 22 ft (6.7 m) plate-iron girders on ironbark piles.^[105]
• About 500m north-east of Maimai the line crosses the Little Grey river again (bridge 61), which is 83 m (272 ft) long^[72] and was on 4 x 66 ft (20 m)^[124] iron-plate girders on iron-cylinder piers, with concrete abutments.^[105]

In 1901 Tawhai had a shelter-shed, with a telephone, on a 60 ft (18 m) wood and earth platform and a passing loop. It was a flag station,^[120] until opened for passengers, parcels and small goods on 23 November 1946.^[54] It closed to passengers on 11 September 1967.^[55] A passing loop remains,^[66] but not the buildings which still stood in 1986.^[143][144]

• Tawhai Tunnel No.1 is 4 km (2.5 mi) north-east of Tawhai. It is 376 m (1,234 ft) long,^[56] under the 316 m (1,037 ft) high Reefton Saddle, at the divide between the Grey and Buller catchments.^[145] The tunnel is lined with concrete and at the Reefton end had about 5 ch (330 ft; 100 m) of timber to hold a slip,^[105] which delayed the contractors, Rees & Co., as they piled large banks of spoil around it.^[124] It also required a steeper gradient.^[141] Another large slip fell in 2010.^[146]

• There was a platelayer's cottage near tunnel on the Reefton side, and a hut at the Greymouth end, which could be linked by telephone.^[120]
• Devil's Creek (bridge 63) is 13 m (43 ft) long^[72] and was on a 44 ft (13 m) iron girder with high concrete abutments.^[124]

The original Reefton station opened on the south bank of the river on 29 February 1892,^[147] when the line was extended from Tawhai. It was the terminus of the line for over 15 years, with a large goods shed and was described as a, "very handsome passenger station, dadoes and ceilings lined with linoleum, with appropriate wall papers between".^[124] In 1891 it had been known as Devil's Creek.^[54]

In 1900 Reefton had a stationmaster in a special 80 ft (24 m) x 18 ft (5.5 m) building, with a verandah for its full length of the platform and a porch at street entrance. It had a booking-office, luggage-room, public lobby, ladies' waiting-room, telephone, coal-store, guards' and lamp rooms and was made in sections to allow for removal. It stood on a 200 ft (61 m) wood and earth platform. There were also toilets, 80 ft (24 m) x 30 ft (9.1 m) goods shed, with overhead crane, a loading bank, 80 ft (24 m) x 18 ft (5.5 m) engine-shed^[120] (moved from Māwheraiti),^[148] oil and coal stores, an office, stationmaster's house, two platelayers houses, outhouses, two portable huts and 75 ch (1.5 km) of sidings, with a triangle to turn engines.^[120]

On 13 May 1907 the terminus was replaced by Taipoiti, a new flag station,^[149] also known as Little Devil,^[150] which was to the south.^[55] The name Taipo-iti was approved on 30 August 1906.^[54] It was an approximation of Māori words meaning Little Devil, a name given to a local stream by gold miners.^[125] It was a 5th class station, with shelter shed, platform and cart approach. Taipo-iti closed on 15 November 1959.^[54] Only a single line remains.^[66]

• Inangahua River (bridge 65) is the first of 3 bridges across the river. It was built between 1902 and 1904 for £6,394.^[151] It is 208 m (682 ft) long^[72] and was rebuilt with 17 x 40 ft (12 m) reinforced concrete spans, 33 ft (10 m) downstream from the 1904 bridge, between 1962^[152] and 1972.^[153]

• Burke's Creek (bridge 66) is 20 m (66 ft) long.^[72] The original bridge was replaced by a 50 ft (15 m) concrete bridge in 1935.^[170]

• Just north of Waitahu the Waitahu River (bridge 68)^[66] was rebuilt in 1970^[174] with 10 reinforced concrete spans^[175] on 8 concrete piers.^[176] It is 184 m (604 ft) long.^[72] The original road-rail bridge replaced an 1886 road bridge^[177] and was built in 1905 for £5,488.^[178] It was officially opened in 1906.^[179] Floods damaged it in 1917^[180] and 1950.^[181] The approach banks at each end were reinforced with stone to resist flood damage^[182] and also replaced in 1970.^[183]

• Boatman's Creek (bridge 70) is 69 m (226 ft) long^[72] and was the last of the bridges to be built on this section,^[184] being completed by Mr H Reynolds in February 1909^[185] as a road-rail bridge.^[186]

• Larry / Awarau River (bridge 74) is 100 m (330 ft) long^[72] It was a 325 ft (99 m) road-rail bridge of 7 spans, built in 1905 for £2,915.^[171] It is about a kilometre north of the station.^[190] It was badly damaged by floods in 1926,^[191][192] 1946^[193] and 2013.^[194] It was still a road-rail bridge in 1973,^[195] though work on a road bridge was planned for 1973/74.^[196]

• Inangahua Landing (bridge 82)^[66] was a road-rail bridge,^[199] a 280 ft (85 m) second crossing of the Inangahua River, on pairs of 80 ft (24 m) and 60 ft (18 m) girders.^[200] It was built between 1902 and 1904 for £6,852.^[151] The present bridge is 122 m (400 ft) long^[72] and was rebuilt with 4 spans in 1977.^[201]

Beyond Inangahua the line was to split, one part going to Nelson and the other to Westport. Both required expensive cuttings, bridges and tunnels to get through the deep and narrow Upper and Lower Buller Gorges.^[217] The two year old Reform Government postponed work on the extension shortly before the line opened to Inangahua^[218] and World War I started weeks after it opened. Therefore Inangahua remained a terminus for 28 years. The Lower Gorge was the most difficult section of the railway, with 12 bridges, totalling 3,603 ft (1,098 m), and 5 short tunnels in its 18.5 mi (29.8 km).^[219] Work on the Westport – Inangahua railway stopped again on 21 October 1931^[220] and restarted on 30 July 1936,^[54] after election of a Labour Government.^[219]

A goods shed opened at Inangahua in 1932^[221] and a 4-ton derrick crane from Coalgate was moved to it in 1934. By 1940 it had a crossing loop and goods shed road and a small goods shed was removed. PWD started running goods trains beyond Inangahua from 24 April 1942 and passengers from Monday, 7 September 1942 using the new railcars.^[54] The Junction part of the name was dropped from 9 August 1943^[55] and NZR took over working the whole line on 5 December 1943. Prior to that Inangahua's Class F shunter was sent to Westport in exchange for a diesel tractor from Mackley ballast pit. Two railway houses were built in 1955. Inangahua closed to passengers on 11 September 1967.^[55] There was a turntable north of the station,^[222] which was removed in 1971. In 1972 the goods shed burnt down.^[54] Passing loops remain.^[66]

• Inangahua River (bridge 85), a former road-rail bridge.^[223] is the 3rd crossing of the river. It is 540 ft (160 m) long on 9 x 60 ft (18 m) steel-plate-girders on concrete piers.^[219] It was started in 1926, but finished in 1938.^[224] Rails were laid to the Buller bridge by 1940, after which work was delayed by loss of staff to World War II.^[225] From 1 February 1943 Buller became a stopping place for rail-cars, which also carried parcels. During construction it was the site of a PWD camp.^[226] Buller closed to passengers on 11 September 1967^[55] and to all traffic on 20 June 1971.^[54] The station building was sold in 1972.^[227]

• Buller River (bridge 89) is 206 m (676 ft)^[56] on 30 ft (9.1 m) + 6 x 100 ft (30 m) + 45 ft (14 m) steel-plate-girder spans^[228][219] resting on 8 ft (2.4 m) diameter piles^[223]
• Bridge 90 is a 30 ft (9.1 m) steel-plate-girder.^[219]
• Where the railway runs below the limestone cliffs of Whitecliffs, KiwiRail monitors metal pins fixed across the limestone to check the boulders remains stable and won't fall on the track.^[229]
• Welshman Creek (bridge 91) is 37 m (121 ft) long^[72] on 100 ft (30 m) + 2 x 25 ft (7.6 m) steel-plate-girder spans on concrete piers and abutments, built 1939–43.^[219]

• Orikaka River (bridge 92) is 92 m (302 ft) long^[72] on 3 x 100 ft (30 m) steel-girder spans on concrete piers, founded on cylinders, of which 2 were in position in 1941^[233] The girders were made at Hillside works.^[234]

Lake Rahui is about 2km north of the station.^[244] In 1917 it was described as no more than a few feet deep, with portions free of flax and raupo. It is probably the remnant of a larger ox-bow lake in a former channel of the Buller.^[245] It has been part of the Orikaka Ecological Area since 2001, as lowland swamp forests are rare in the area and it has roroa.^[246]

There are six bridges and two tunnels between Rahui and Tiroroa, including –

• Tracy Stream (bridge 94), almost a kilometre south west of Rahui,^[66] is an 8 m (26 ft)^[72] R.S.J. bridge, which was well advanced in 1941.^[233]
• Bridge 95 was replaced by a culvert in 1977.^[247]
• Slaty Creek (bridge 97) is crossed by a 260 ft (79 m) reinforced-concrete arch bridge.^[233] On 2 December 1941 the former Minister for Public Works, Bob Semple (the Prime Minister couldn't fly from Wellington due to fog) drove in the last spike, made of chromium, at Slaty Creek. 700 were at the ceremony.^[248]
• Newman Creek (bridge 98) is 92 m (302 ft) long^[72] on 8 x 40 ft (12 m) + 20 ft (6.1 m) reinforced-concrete-girder spans on reinforced-concrete piers and abutments.^[219]
• Stable Creek (bridge 99) is 132 m (433 ft) long^[72] and was finished in 1939, with 10 x 40 ft (12 m) + 20 ft (6.1 m) reinforced-concrete-girder spans on reinforced-concrete piers and abutments, 60 ft (18 m) high, in a 20 ch (400 m) curve.^[249]
• Hawk's Crag (tunnel 2) is 282 m (925 ft) long.^[56] It cuts through a spur of Mount Cassin, where the river rounds Dee Point, opposite Hawks Crag.^[250] In 1930 three men were killed and a fourth badly injured, when a gelignite charge exploded prematurely.^[251][252] The tunnel was completed in 1939.^[253]
• Tunnel 3 is 250 m (820 ft) west of Tunnel 2^[66] and 55 m (180 ft) long^[56] All the tunnels were complete by 1939, the last two being these tunnels, 2 and 3.^[219]

There are 3 bridges and a tunnel between Tiroroa and Cascade, including –

• Redmond Creek (bridge 100),^[66] a reinforced-concrete arch bridge,^[253] 68 m (223 ft) long,^[72] with an 85 ft (26 m),^[262] or 80 ft (24 m) arch and 3 x 40 ft (12 m) spans.^[263] A temporary bridge was built in 1928.^[258]
• Bridge 101 is 29 m (95 ft) long,^[72] on 3 x 30 ft (9.1 m) steel-plate-girder spans on mass-concrete piers and 82 ft (25 m) of mass-concrete retaining-wall.^[262]
• Tunnel 4, 5.01 km (3.11 mi) west of Tiroroa, is 153 m (502 ft).^[56] D. McLennan broke through with a small heading in his Big Ohika contract, and had much of the Westport end built by 1914.^[264]

The line was extended 2 mi 65 ch (4.5 km) from Te Kuha^[54] to serve the mine. In May 1910, 6 contracts were let, plus 18 in May 1911, extending the line from Te Kuha, to near Sinclair's Castle,^[197] 10 mi (16 km) from Westport.^[259] In 1915, during the war, the government announced no more work would be done.^[267] Except for the bridges, most of the line had been built by 1916.^[259] It had been hoped that work to 12-Mile would be done during 1914.^[268]

Work restarted in 1924, when the mine was being prepared.^[269] In 2 years, the formation to Cascade Creek had been finished, ballasting and platelaying had reached Little Cascade Creek, 36 ch (720 m) from Cascade and other bridges were nearly complete, with a 5 acres (2.0 ha) ballast-pit used as aggregate for the concrete piers of the bridges.^[270] The first coal train left Cascade, after a formal opening on 20 July 1927,^[271] carrying about 175 tons.^[272]

• Cascade Creek (bridge 102) is 136 m (446 ft) long,^[72] on 4 high reinforced-concrete piers,^[229][262] carrying 5 x 80 ft (24 m) + 40 ft (12 m) steel girders on a 7+1⁄2 ch (150 m) curve.^[263] A 2ft gauge line was built to supply worksites, using petrol locomotives.^{[275][276][277]} In 1930 a workman was killed by a plank falling from the bridge.^[252] When work stopped on the rest of the line in 1931, it continued on the foundation cylinders, as they were near completion,^[220] though the steel girders stayed in Te Kuha yard.^[259]
• Tunnel 5 is 151 m (495 ft)^[56] By 1914 Maxwell and Mann had driven much of the tunnel.^[268]
• Little Cascade Creek (bridge 103) is 87.674 m (287.64 ft) long,^[72] with 20 ft (6.1 m), 2x 30 ft (9.1 m), and 4x 50 ft (15 m) plate-girder spans on concrete piers.^[259]
• Bridge 104 is 58 m (190 ft) long,^[72] on 2 x 40 ft (12 m), 2 x 30 ft (9.1 m), and 2 x 20 ft (6.1 m) steel girders on concrete piers, and was completed in 1927/28.^[258]
• Tunnel 6 is 47 m (154 ft) long.^[56]
• Windy Point (tunnel 7) was just east of the Nine Mile Hotel at Te Kuha.^[278] It was lined with 1 ft (30 cm) of concrete, as it went through broken granite.^[197] It was daylighted in 1987 after a week of rain caused a landslide, which demolished half of it.^[229]

The station reopened about March 1924^[55] By 1926 it had a shelter shed, platform, cart approach, 20 ft (6.1 m) x 30 ft (9.1 m) goods shed, loading bank and a 19 wagon loop.^[54] In 1928 an engine-shed, blacksmith's shop, cottage and several single huts were added.^[258] A gradient of 1 in 32, just east of Te Kuha, was eased to 1 in 120 (apart from a short 1 in 90 grade, just north of Inangahua, it is the steepest eastbound gradient).^[229] In 1941 the station buildings, previously used for storage, were renovated.^[233]

In 1950 Te Kuha goods shed was moved to Elmer Lane maintenance depot, Greymouth, and the siding was lifted. On 1 August 1960 Te Kuha closed to all traffic.^[54] Only a single track remains.^[66]

• Orowaiti Overflow (bridge 110) has 28 piers and is 180 m (590 ft) long.^[284]

Plans for a new station were made in 1897 and by 1898 there was a 2nd class station, platform, cart approach, 51 ft (16 m) x 19 ft (5.8 m) goods shed, loading bank, cattle yards, hand crane, coal bunker, weighbridge, engine shed and urinals.^[54] In 1906 there was a staff of 41 at the station and about another 50 in the railway workshops, which had been established in 1880.^[290] In 1925 Westport had two Grade 2 stationmasters and 24 other senior staff, as well as many more lower grades.^[157] The workshops and engine sheds each had 34 staff.^[291][292] The line between Westport and Seddonville had 14 engines, 10 carriages, 673 coal hopper wagons and 27 other wagons. The works had a blacksmiths' shop, machine-shop, erecting and carriage and wagon repairing shop and a shop for repairing coal-hoppers.^[293] By 1972 staff were down to 19.^[294] Cape Foulwind Railway was linked to Westport by a bridge in about 1888.^[295] The Cape Foulwind station was moved near to Rintoul Street in 1889. It had a platform, loading bank and goods shed.^[54]

On 31 December 1967 the station was burnt down in a suspected arson attack.^[296] A new station and Road Services terminal opened on 25 February 1971.^[54] The engine shed was demolished in 1973.^[297] The station closed to passengers on 11 September 1967.^[55]

Cement silos on the wharf were demolished after the Holcim cement works closed in 2016.^[298] In March 2022 Toki bridge was opened in place of the old footbridge to the goods shed,^[299] where the Westport Railway Preservation Society, formed in March 1993, had one of the line's original engines, a NZR C class (1873), rescued from a dump in Buller Gorge, a Milburn Cement shunter, a guard’s van and various wagons.^[300] The area was damaged by flooding in 2022 and the shed was demolished in 2023, after rehousing the preserved stock.^[301]