The Wellington and Manawatu Railway Company (WMR or W&MR) was a private railway company that built, owned and operated the Wellington-Manawatu railway line between Thorndon in Wellington, the capital of New Zealand, and Longburn, near Palmerston North in the Manawatu, between 1881 and 1908, when it was acquired by the New Zealand Government Railways. Its successful operation in private ownership was unusual for early railways in New Zealand.

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Wellington & Manawatu Railway Company

W&MR No.9 locomotive (later reclassified as an N class) in service at Paekākāriki c. 1900.
Overview
Headquarters	Wellington
Reporting mark	W&MR
Locale	Wellington,  New Zealand
Dates of operation	1881–1908
Successor	New Zealand Railways Department
Technical
Track gauge	3 ft 6 in (1,067 mm)
Length	135 km (84 mi)

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v t e Wellington and Manawatu Railway
Legend
former North Island Main Trunk to Palmerston North Longburn North Island Main Trunk Foxton Branch Manawatu River Linton Tokomaru Makerua Shannon Kereru (Koputaroa) Levin Ohau Ohau River Manakau Otaki Otaki River Te Horo Hadfield Waikanae Waikanae River Otaihanga Paraparaumu Wainui Paekakariki Tunnels 8–13 Pukerua (Pukerua Bay) Plimmerton Pauatahanui inlet Paremata Porirua Tawa Flat (Tawa) North Island Main Trunk Belmont Viaduct Johnsonville Tunnels 6 & 7 Khandallah Crofton (Ngaio) Tunnels 1–5 North Island Main Trunk and Wairarapa Line Wellington Thorndon (Wellington)

At the time of the company's founding in 1881, the government had built the Foxton Branch railway linking Palmerston North and Foxton, and had completed surveys of lines down the west coast to Wellington. The government of Sir George Grey had approved the construction of the line, which was included in the Public Works Estimates of 27 August 1878.^[1] The final details of the survey were completed, and the first workers for the construction of the line were hired on 21 August 1879. A short section of the line, from Wellington to Wadestown, was partially constructed. However, Grey's government was defeated at the September 1879 general election and left office in October 1879. The government of Sir John Hall took office and he had the line removed from the Public Works Estimates. Hall then created a Royal Commission to review the government's public works programme, with a view to reducing government expenditure. The Commission reviewed the Wellington-Manawatu line in March 1880, and concluded that work should be abandoned.^[2]

The WMR line ran for about 134 kilometres (83 mi). From the Thorndon terminus it wound up through the hills to Johnsonville, now the Johnsonville Branch. It then proceeded to Tawa, roughly along the line of the State Highway 1 motorway. This section was bypassed by the Tawa Flat deviation from 19 June 1937.^[15] From Tawa to Longburn the North Island Main Trunk line generally follows its route, through Porirua, Paekākāriki, Paraparaumu, Otaki, and Shannon. The decision to pass through Shannon meant that the line joined the Foxton Branch in the middle, terminating at Longburn, rather than at Foxton — the routing was strongly debated, and was chosen as being more direct. A number of new towns were established along the route, notably Plimmerton, named after company director and "Father of Wellington" John Plimmer. Levin, named after William Hort Levin, and Shannon, named after George Vance Shannon (1842–1920), were also named after directors of the company.

The WMR used simple unprepossessing stations, stating in 1893 that it does not build stations for future generations of travellers as our Government seems to – but adapts expenditure to actual requirements leaving additions to be made as wanted.^[2]

Wellington (Thorndon) and Longburn station buildings were provisional, as the government procrastinated in building joint stations (and as it was suggested that WMR trains could run to Palmerston North over the NZR line, at a cost. WMR passenger trains eventually ran to Palmerston North Central railway station.)^[16] Other stations were based on PWD designs for 4th, 5th & 6th class stations, They all had a central waiting area open at the front with seating along the rear and one side, and a simple sloped roof dropping to the rear but no verandah. The 4th & 5th class stations had an office with ticket slide at one end and a ladies’ waiting room at the other end, while the 6th class or Flag stations only had an office:

• Fourth Class (42 ft x 14 ft): Johnsonville, Paremata, Otaki, Shannon.
• Fifth Class (34 ft 8 in x 14 ft 9 in): Crofton, Khandallah, Porirua, Plimmerton, Paekākāriki.
• Sixth Class (Flag) (about 15 ft x 8 ft): Tawa Flat, Plimmerton, Pukerua, Paraparaumu, Waikanae, Te Horo, Hadfield, Manukau, Ohau, Levin (original), Kereru, Makerua, Tokomaru, Linton.

The WMR operated 22 locomotives in revenue service, of which 20 were acquired by the government (the original Nos. 3 & 5 were sold to the Timaru Harbour Board). The WMR classified its locomotives by number without class distinction; if a locomotive was withdrawn its number was re-used on a new locomotive. When the WMR was acquired by the government, some locomotives joined existing classes (N and V), while others had new class designations established for them. These classes contained few locomotives, so all were withdrawn by 1931 during the 1925–35 standardisation programme. Seven engines were Vauclain compounds from Baldwin. WMR No. 13, built in 1894, was the first compound in New Zealand and the first narrow-gauge compound in the world.

No. 10 became particularly famous when, on 20 July 1892, it achieved 64.4 mph (103.6 km/h) hauling a test train along the level stretch of line between Levin and Shannon, at the time the world speed record for the 1,067 mm (3 ft 6 in) gauge. The locomotive was withdrawn in 1928 and dumped in the Waimakariri River to help stabilise the riverbank, and its final resting place is a mystery.

No. 3 or Jumbo (W^J class) banked north out of Wellington for 25 years (to 1927) on the long and steep 1 in 40 grades up to Crofton (Ngaio) and Khandallah. Other steep grades going north were 1 in 66 between Plimmerton and Pukerua Bay; and going south 1 in 66 from Paekākāriki to Pukerua Bay (the North–South Junction) and up to 1 in 54 from Tawa Flat (Tawa) to Johnsonville.^[19]

The WMR owned other locomotives for construction and maintenance. These included a New Zealand Railways Department P class of 1876. Known as Weka, it was used by the WMR from 1882 until 1898, when it was sold to the Manawatu County Council for use on its Sanson Tramway.

Despite the WMR's short history and its disappearance long before the railway preservation movement began, a number of relics have survived. Of the locomotives, only No. 9 (later NZR N 453) is known to exist, the remains of which were recovered in 2003 by the Wellington and Manawatu Railway Trust. It is under active restoration at Steam Incorporated, Paekākāriki. Sister locomotive No. 10 is believed to have been dumped complete along the Midland Line, but has yet to be discovered. Railway archaeologist Tony Batchelor believes he may have found No. 7 (later NZR V 451) in Southland, but this has yet to be proven.

A number of items of rolling stock survive, including three passenger carriages – 50 ft cars No. 42 (NZR A 1120), No. 48 (NZR A 1126) and No. 52 (NZR A 1130), are owned by the NZR&LS and stored in their shed at the north end of the Silver Stream Railway site. No. 48 is nearing completion of its restoration. No. 52 is currently being disassembled in preparation for a thorough rebuild. Most of a forth carriage 43 ft car No. 35 (NZR A 1113), existed until recently in Auckland, but has since been demolished. No bogie wagons are thought to exist, although Motat hold both a van bogie and a freight bogie in their collection. Seven 4-wheel wagons survive, most believed to be former L wagons – one owned by the Wellington and Manawatu Railway Trust, one at the Ferrymead Railway, one in a private collection in Masterton and three owned by SteamRail Wanganui, in poor condition.

The bell at the concourse end of Wellington railway station's platform 6 is believed to be from either WMR locomotive no. 17 or WMR locomotive no. 5.

Infrastructure remains include the Johnsonville Line, a stone plaque on the eastern abutment of the bridge across Hutt Rd in Wellington, the foundations of the Belmont Viaduct near Johnsonville, most of the NIMT north of Tawa, the railway station at Shannon, the former Te Horo station (now at the Tokomaru Steam Museum) and the Forest Lakes rail bridge. A memorial at Otaihanga on the NIMT commemorates the driving of the WMR's last spike.

• Harry Higginson (engineer)
• Arthur Fulton (engineer)
• James Edward Fulton (engineer)
• James Marchbanks, (engineer, Locomotive Superintendent)
• William Hannay, General Manager
• Will Lawson (fireman-poet, pre-WWI)
• Wellington-Manawatu Line
• 50-foot carriages of WMR