Frankton Junction - A KiwiRail Hotspot

 

The northern end of the Frankton station platforms where just beyond is the junction between the North Island Main Trunk and the East Coast Main Trunk. 

Earlier this month I travelled up to Hamilton while a family member was in Waikato Hospital. While this is a railway and industrial history blog, I want to acknowledge the surgeons, doctors, nurses, assistants, and all the staff at Waikato Hospital. They were absolutely fantastic, and we felt so much better knowing our family member was in the best possible hands. After a few days post-surgery, we knew the worst was behind us and that recovery was well underway.

We had chosen a hotel close to the hospital to make travelling back and forth as easy as possible. In between hospital visits, I tried to get down to Frankton Junction whenever I could, to experience one of New Zealand’s railway hot spots firsthand. It just so happened that the hotel was only a five minute drive away.

Frankton, located near downtown Hamilton, is the junction between the electrified North Island Main Trunk and the East Coast Main Trunk. 

An aerial view of Frankton Junction. The North Island Main Trunk enters from the lower centre of the image, curving to the left before heading northwest towards Te Rapa. The East Coast Main Trunk approaches from the upper right, sweeping around before joining the NIMT.

Hamilton forms one corner of the famed KiwiRail 'golden triangle' between Auckland, Hamilton, and Tauranga. This route is the busiest freight corridor in New Zealand, connecting the Port of Tauranga with Auckland. The Waikato is also a significant producer of freight, with major Fonterra sites and inland port facilities across the region.

Alongside the steady procession of freights and local shunting movements on the NIMT and ECMT, Hamilton is also served by the Te Huia Auckland–Hamilton commuter service and the Northern Explorer, the long-distance passenger train between Auckland and Wellington. Unfortunately, these passenger services and some freight services were not operating at the time due to a shutdown of the Auckland rail network for major works over the holiday period.

Some freight services between Tauranga and Auckland instead terminated at a temporary container terminal at Frankton, where containers were transferred to road transport for road bridging between Hamilton and Auckland.

On the evening of Sunday the 11th of January, I left the hotel to get some dinner. Having picked up some food I headed to Frankton Junction to enjoy the warm evening, a hamburger and hopefully a train or two. I didn't need to wait long before a steel train from Tauranga headed by DL9279 arrived. As someone who lives in the South Island, seeing a DL and a steel train are both fairly new experiences for me and I enjoyed watching this short but heavy train cruise by. Unfortunately no more trains were in the offering and I headed back to the hotel tired but happy.

DL 9279 eases off the East Coast Main Trunk with a steel train from Tauranga to Mission Bush. 11/01/2026.

Railfans in the North Island of New Zealand have a bit of a love / hate relationship with the DL class. Manufactured by CRRC Dalian, the first batch of DL's were introduced in 2009. Several more batches of the powerful diesel electric locomotives have been delivered, with a total of 73 of the locomotives operating exclusively in the North Island. These locomotives revolutionised the North Island rail network and allowed all the remaining North Island based DX class and most of the DFT class to be sent to the South Island. They also allowed KiwiRail to withdraw a number of DC and all the remaining DBR class locomotives. The reallocation of the old EMD and GM locomotives to the south and the withdrawal of numerous DC's and the DBR's created a lot of despair amongst North Island railfans. 

The next morning, excited by catching the steel train I once again headed down to Frankton to see what I could see. Shortly after arriving I spotted headlights in the distance. After uncoupling from a rake of container wagons at the temporary container terminal north of the station, DC 4951 and DC 4790 approached and came to a stand still next to me. On receiving a signal to proceed onto the main line, they quickly left again headed back north to Te Rapa yard. 

DC's 4951 and 4790 wait for a signal to enter the main line and head back to Te Rapa. 12/01/2026.

I returned between hospital visits and did not have to wait long before a green departure signal came up and DL9498 passed by the ECMT platform with a long train of container wagons for the Port of Tauranga. 

DL9498 leads a freight service to the Port of Tauranga off the NIMT and onto the ECMT. 12/01/2026.

Shortly after, DL 9302 led a shunt service from Te Awamutu back along the NIMT towards Te Rapa. This train serves the large Fonterra dairy factory and associated cool stores at Te Awamutu. Separated from DL 9302 by a single wagon, DSG 3236 was also in the consist.

A shunting locomotive is taken south on the morning train and used to work the multiple sidings in and around the factory, being far better suited to this task than the DL class. The shunting loco then returns to Te Rapa on the afternoon working.

DL 9302 with shunting locomotive DSG 3236 sweep past Frankton station on the NIMT with the northbound Te Awamutu shunting service. 12/01/2026.

After the Te Awamutu shunt passed through, the ECMT signals at the junction cleared, announcing the imminent arrival of another train. I didn’t have to wait long before DL 9734 rumbled around the curve with another steel train bound for Mission Bush.

DL 9734 leads a steel train along the ECMT and into the junction at Frankton 12/01/2026.

With the steel train clear of the junction, headlights in the distance signaled another arrival. This time DLs 9636 and 9469 glided through the junction points, travelling light engine to the inland port at Ruakura.

              DL's 9636 and 9469 head onto the ECMT with a light engine move to the inland port at Ruakura.12/01/2026.

The Ruakura Inland Port is a relatively new facility, opening in August 2023 to serve importers and exporters across the Waikato. It is a joint venture between Tainui Group Holdings and the Port of Tauranga, and represents another growing source of traffic for KiwiRail.

After grabbing another fast-food dinner, I returned to Frankton Junction in the twilight and was rewarded with another eastbound ECMT freight, this time led by DL 9319.

DL 9319 cruises onto the ECMT in the Waikato twilight with another freight for the Port of Tauranga. 12/01/2026.

I was lucky enough to pick up some local railfan information and was told that an overnight NIMT freight hauled by EF electric locomotives was due to arrive at the junction around 8 a.m. the following morning. The EFs hold a special place for me, as I grew up watching them haul Main Trunk freights and the Auckland–Wellington Overlander through Marton in the mid to late 1990s.

The EFs were once the undisputed kings of the North Island Main Trunk. However, as the fleet aged, reliability began to decline. Rising electricity prices and the arrival of the DL class appeared to seal their fate, and for a time the writing was firmly on the wall for the EF class.

In recent years though, the EFs have enjoyed a revival, with a much-needed overhaul and upgrade programme returning several units to service. While they no longer dominate the NIMT like they once did, they continue to play a valuable role in hauling freight across the central North Island.

I arrived at the station early, keen to catch some EFs in action. After almost an hour and a half of waiting, I decided they must of already arrived at Te Rapa and headed off. Crossing the Killarney Road railway crossing, I spotted headlights in the distance and was able to pull over and park before grabbing a very rushed shot of EF 30134 and EF 30203 as they thundered past with their late-running train.

While the locomotives look good in the new blue KiwiRail livery, I still think they looked better in the original “fruit salad” scheme of orange-red, yellow, and grey, complete with the large white numbers along their sides.

EFs 30134 and 30203 head a northbound overnight freight into Frankton on the NIMT. 13/01/2026.

After returning from the hospital, I made my way to the Route 9 overbridge just north of the station to get a clear view of the junction itself. From the bridge, you can see the full layout of Frankton Junction  below, with the converging main lines, trackwork, and signals all visible. 

My timing couldn’t have been better. Just as I reached the middle of the bridge , the Te Awamutu shunt appeared around the curve, easing its way toward the yard at Te Rapa. 

DC's 4790 and 4058 with DSG 3236 lead the Te Awamutu shunt back to Te Rapa. 13/01/2026.

Heading back toward the station, I was hoping to catch a few more trains before it was time to leave. Once again, I wasn’t disappointed, as another northbound freight arrived on the ECMT behind DL 9636.

Rather than continuing through to Te Rapa, the train came to a stop. After about ten minutes, a low-speed light appeared on the signals and the DL carefully worked its train through the junction and into the sidings serving the temporary container terminal at Frankton.

DL 9636 arrives at Frankton Junction with ECMT freight service from Tauranga. 13/01/2026.

My last train of the trip were two DC's moving light engine. DC's 4058 and DC 4790 were headed to the Fonterra factory at Hautapu to pick up container wagons of dairy products. 

DC's 4058 and 4790 depart Frankton for the Fonterra factory at Waitoa. 13/01/2026.

Frankton Junction is truly one of New Zealand Railways’ hot spots. Over the space of just a few hours spread across several days, I saw a steady procession of trains on both the NIMT and the ECMT. There would have been even more had it not been for the shutdown of the Auckland suburban network.

One thing that quickly became apparent to may as I stood on the platforms was that, with the exception of the DCs and EFs, the vast majority of trains I saw were hauled by the DL class. As someone living in the South Island, these locomotives are still something of a novelty for me, and I was more than happy to watch them pass by. Saying that, I can easily see how it might begin to feel a little repetitive over time.

We are very lucky in the south, where we're witnessing the final years of the DX and DFT diesels in New Zealand service but it won' be long before we're in the same situation with most trains hauled by the new DM class.

If you find yourself in or around Hamilton with an hour or two to spare, I would highly recommend a visit to Frankton Junction, an absolute mecca for New Zealand railfans.

And that's about it.

Marton Locomotive Depot

Marton Diesel and Wagon Depot in the late 1990's. The depot is boarded up and is starting to show signs of vandalism. 

Marton has long been a railway town, serving as a key junction on the New Zealand Railways network where the the Marton–New Plymouth Line (MNPL) diverged from the North Island Main Trunk (NIMT). This strategic location made Marton an important hub for the NZR.

During the 1960s, New Zealand Railways transitioned from steam to diesel locomotives. This  change motive power was accompanied by significant upgrades in infrastructure, signaling, and rolling stock. Marton was among the towns to benefit from these improvements.

On 1 April 1965, a modern brick and steel railway station opened replacing the old wooden structure. The station reflected a radical shift in railway building design and construction on the NZR.

The 'new' Marton Railway Station in the mid 1990's. The station is starting to show signs of vandalism with some of the glass windows in the closed waiting room smashed. 

The old steam era engine shed at Marton. The new depot was built in the same area.

In 1966, the old steam-era engine shed was demolished and replaced with a new diesel and wagon depot. Constructed by W M Angus Ltd of Whanganui, the building was built to a new standard NZR design. The depot measured 62 feet (19 metres) long by 33 feet (10 metres) wide and featured a steel frame, concrete end walls, and corrugated aluminium sheeting on the sides and roof, with a single track running through the building. The Taihape depot was built to a very similar design, but it included two tracks instead of one. 

Plan of the Marton Wagon and Diesel Depot.

The depot was located south of Marton's east yard and was accessed off the siding to the grain silos and future malt works. To the north of the depot was a small diesel tank for refuelling locomotives and to the south of the depot stood a 70-foot turntable, a key piece of infrastructure used for turning locomotives.

Whites Aviation photo showing the southern end of the Marton railway yard. The relatively new depot can be seen near the middle of the photo. 3 Mar 1970. Photo courtesy of the National Library of New Zealand. 

Whites Aviation photo showing Marton railway station and yard in 1975. The depot can be seen at the upper left of the photo. Photo courtesy of the National Library of New Zealand. 

The depot included a service pit, storeroom, oil store, locker room, ablutions, and a lunchroom for the fitters assigned to the depot. It was used for minor repairs and servicing of diesel locomotives and rolling stock. Locomotives and rolling stock requiring more extensive work were sent to larger facilities at Palmerston North or Whanganui depots, or to the Hutt, East Town, or Otahuhu workshops.

A 1991 photo of Marton depot showing the depot and small diesel tank. Photo courtesy of Darryl Palmer.

Photo of the depot taken from the east loop. Photo courtesy of Darryl Palmer.

During the mid to late 1980s, the depot lost its fitters and servicing and repair functions as part of a wider reorganisation of New Zealand Railways. The depot was then used to provide shelter for the TR shunting tractor assigned to Marton. Locomotive and wagon repairs and servicing in the lower North Island were consolidated to Palmerston North and the Hutt Workshops near Wellington.

By the mid 1990s, the depot had fallen into disrepair and was suffering from vandalism. The Marton based shunting locomotive no longer used the depot and was instead parked in the east yard or the malting sidings.

With no further use for the building, Tranz Rail demolished the depot in the early 2000's.

All that remains. 

Even though the depot was demolished its memory lives on in model form. Darryl Palmer built a superb model for his S scale New Zealand railways layout. 

And that's about it.

Te Huia Day Trip: Chasing Trains, Coffee, and a Bit of Nostalgia from Auckland to Hamilton

DFB 7335 ready to depart The Strand with the southbound 9:45 Te Huia service to Hamilton. 4 April 2025.

In early March, we spent a long weekend in Auckland, New Zealand’s largest city. While it boasts a fast-growing suburban rail network and the highly anticipated City Rail Link - set to open in 2026 - we had a very specific goal: to ride the Te Huia train from Auckland to Hamilton, a trip long on my railfanning bucket list.

Departing from The Strand on a Rainy Friday Morning

The 9:45am Auckland to Hamilton Te Huia Service waits for departure time at The Strand Railway Station. An Auckland Transport AM Class Electric Multiple Unit rests in the storage yard. 4 April 2025. 

The weather was classic Auckland: heavy rain as we walked down Queen Street for breakfast. From there, we grabbed an Uber to The Strand Railway Station, the current terminus for Te Huia and the Northern Explorer.

We boarded quickly to escape the downpour, but not before I braved the rain for a snapshot of the train.

Te Huia Train: Connecting Auckland and Hamilton by Rail

Te Huia offers a good alternative to the traffic-heavy drive between Hamilton and Auckland, running six days a week with stops at Rotokauri, Huntly, Pukekohe, and Puhinui. It’s a long-distance commuter train that provides a comfortable way to avoid the traffic.

An information board about the native Huia bird, sadly extinct, in the cafe car. 4 April 2025.  

Before departure, I made my way to the café car to purchase our Bee Cards—used across several New Zealand transport networks but not on Auckland network, which uses HOP cards. For around $90, we had return travel covered. The café was well-stocked with hot and cold snacks, quality barista coffee, and even Te Huia merchandise. I bought a cup and playing cards to help with the trip.

Rolling Stock: Nostalgia with a Modern Twist

The Te Huia consists of refurbished British Rail Mark 2 carriages. They were originally built in the UK in the 1970s and imported to New Zealand in the 1990s. These once served Auckland's commuter network as SA and SD cars before being overhauled for Te Huia and reclassified as:

• SR (Scenic Regional) – passenger seating
• SRC (Scenic Regional Catering) – café car
• SRV (Scenic Regional Vehicle) – cab-equipped cars with onboard generators

SR 3285 just after arriving at Frankton Station. 4 April 2025.

SR 3285 waits at Frankton for its next service to Auckland. 4 April 2025.

Te Huia SRV 5893 ready to depart Frankton. 4 April 2025.

Inside, the carriages now feature Wi-Fi and upgraded seating and tables better suited to the approximately 2.5-hour journey. Hauling us along was a DFB diesel-electric locomotive, a dependable workhorse on many of New Zealand’s regional passenger rail routes.

New seating and table arrangement in an Te Huia SR carriage. 4 April 2025.

Internal layout of a Te Huia SR carriage. 4 April 2025.

Door layout on a Te Huia SR carriage. 4 April 2025.

Auckland to Hamilton by Train: The Journey South

We pulled out of The Strand at 9:45 a.m. sharp, cruising through the eastern suburbs along the North Island Main Trunk Line. The ride was smooth, and I noticed major upgrades across Auckland’s rail corridor since my last visit.

Passing Westfield, I saw the pedestrian bridge that once spanned the yard was gone which was a bittersweet moment, as I recalled the many hours spent on the bridge spotting DH working the yard, DX, DFT, and DC locomotives arriving and departing with freight trains, DBR locomotives on the port shunts and DC's and DMU's working MAXX suburban trains on the main line.

Further south, I spotted the new (to me anyway) EMU depot and work on the third main line, both examples of the large investment in the network over the last decade.

Before long, we arrived at Pukekohe, the new southern terminus of Auckland’s electrified rail network. Although Te Huia isn’t electric, the surrounding infrastructure is rapidly modernising with a new station and track layout at Pukekohe and new stations being constructed between here and Papakura.

After descending the Tuakau bank and passing through Pokeno, we sped alongside State Highway 1, sipping coffee and playing cards while watching the countryside slip by. After brief stops at Huntly and the impressive new Rotokauri Station (near The Base Shopping Centre), we passed Te Rapa Yard and arrived on time at Frankton Station just after noon.

DFB 7335 and the 9:45am southbound Te Huia service after arriving at Frankton. 4 April 2025.

Exploring Hamilton and a Minor Delay

With a few hours before our return, we Ubered into Hamilton city for lunch and some shopping. Our driver was amused we’d come to Hamilton just for a day trip.

Back at the station, I took more photos while my partner chatted with one of the train crew. Just as we were ready to depart, a minor mechanical issue—a faulty solenoid switch on a bogie—held us up. The train staff were outstanding, updating us via intercom and personally checking on passengers throughout the delay.

The northbound Te Huia service waits at Frankton station for its 2:05pm departure. 4 April 2025.

A Smooth Return

After a 45-minute wait, a maintainer from Te Rapa had fixed the problem, and we were off. The Locomotive Engineer was determined to make up for lost time. Despite hitting a few signal checks as we followed and EMU back into Auckland, we were soon back at The Strand— about 30 minutes behind schedule. 

Te Huia at the Strand Station after arriving with a northbound service. 4 April 2025. 

DFB 7335 readies for its 5:45pm departure to Hamilton with the evening southbound Te Huia service. 4 April 2025.  

Final Thoughts: A Must-Do for Railfans

Our Te Huia train journey from Auckland to Hamilton was an absolute highlight. The refurbished carriages rode well, the staff were friendly and communicative, and the coffee was genuinely excellent. Mechanical hiccups happen, but they were handled professionally. 

It was a shame the waiting room wasn't open at Frankton. Passengers had to wait under the platform awning for the train crew to open up the train. A dry and warm waiting room would have been a great asset on the wet and bleak day we traveled. 

For rail enthusiasts and casual travelers alike, Te Huia is a scenic, relaxed, and rewarding way to travel between two of New Zealand’s key city centres.

---

🚆 Know Before You Go: Tips for Riding Te Huia

Timetable & Booking
Te Huia operates Monday to Saturday between Hamilton (Frankton) and Auckland (The Strand), with intermediate stops at Rotokauri, Huntly, Pukekohe, and Puhinui. Check Te Huia’s official website for the most up-to-date timetable and service notices.

Bee Card Required
Te Huia doesn’t accept Auckland’s HOP card—passengers need a Bee Card, which can be purchased onboard at the café car or online. Load it with enough credit for a return journey (about $90 for two adults at the time of writing).

Onboard Amenities
There’s a café car onboard offering barista coffee, light snacks, and Te Huia merchandise. Seating includes tables and generous legroom - a nice touch for a longer-haul regional service.

Departure from The Strand
The Strand Station is located near the bottom of Parnell Rise - accessible via Uber, bus, or a 10–15 minute walk from Britomart. Signage is minimal, so plan to arrive a little early if it’s your first visit.

Railfan Highlights
The refurbished British Rail Mark 2 carriages are a treat for enthusiasts, especially in SRV or SRC configuration. Expect to see DFT diesel-electric locomotives in action, and keep an eye out for infrastructure upgrades along the route like the third main, electrification around Pukekohe, and the EMU depot.

Service Interruptions
While generally reliable, occasional mechanical delays can happen - as I experienced with a solenoid issue on our return trip. Staff were excellent about communication, so just bring a bit of patience and enjoy the journey.

And that's about it.

Melbourne's Forgotten Railway - The Kew Line

Barker Railway Station on the former Kew Railway Line. 18 May 1957. Photo by Keith Atkinson.

Those that know me, know that I have an unhealthy interest in the Melbourne suburban railway network. Melbourne is one of my favourite cities and I find the electrified railway that serves this amazing city fascinating, so much so I'm even building a HO scale model railway layout depicting a suburban terminus station somewhere in greater Melbourne. It was while doing some research online that I stumbled upon an interesting former railway line that has almost been forgotten.

The Kew railway line was a short suburban line that ran from Hawthorne to Kew. The line opened on the 19th of August 1887, the last scheduled passenger train ran on the 18 August 1952 and the line was officially closed on the 13th of May 1957.

Kew has always been an affluent part of Melbourne, and there was a strong want from the local community for a railway line to serve the suburb. The Kew Railway League was formed and pushed for the construction of the line. The league promoted a railway that branched off the Lilydale line from just west of Hawthorne station. The proposed line would then curve away alongside the then Bulleen Road, before passing through vacant land and arriving at Kew. 

Bowing to local pressure, the Victorian Railway decided to construct a single track branch line the Kew. A contract for the 2.4 kilometre line was let to the Noonan Brothers at a cost of £18,086. 

The route of the new line was criticised by the local council and residents as it was not built on the most direct route to Kew. Victorian Railways planners could feel a bit hard done by as the route was almost identical to the line originally proposed by the Kew Railway League.

Construction was relatively straight forward and the new line officially opened with little fanfare on the 19th of December 1887. The first train left Princes Bridge station (Princes Bridge Station was originally isolated from Flinders Street Station which is on the opposite side of Swanston Street) at 5:40 am, and arrived at Kew to be greeted by the Kew Station Master, a ticket seller and the signalman. 

Plan of the Kew Railway Line. Image courtesy of onlymelbourne.com.au. 

The line departed the western side of Hawthorne station and ran parallel to the Lilydale line for several hundred metres before curving to the north and passing between Lynch Gardens and the Hawthorne Cricket Ground at Glenferrie Oval.

A Victorian Railways drawing of the track layout at Hawthorn railway station. Drawing courtesy of the Victorian Railways.Net website. 

The line then entered a curved cutting, where it passed under three road bridges at Chrystobel Crescent, Mary Street, and Kinkora Road. 

The Kew Line curving to the north before passing under the Chrystobel Cresent overbridge. Image taken by Frank Stamford and courtesy of the Lost Melbourne Facebook page. www.facebook.com/Lost Melbourne . 

Beneath the Chrystobel Cresent overbridge. Image taken by Frank Stamford and courtesy of the Lost Melbourne Facebook page. www.facebook.com/Lost Melbourne . 

After passing under Kinkora Road, the cutting ended and the line passed over a level crossing at Hawthorn Grove, before arriving at Barker Station. 

During the 1940s, the Hawthorn Grove level crossing gates were permanently closed to road traffic during train running times. Outside of train running times the interlocked gates would be left open by station staff.

The Kew line approaching the Hawthorn Grove level crossing with Barker Station in the background. Image taken by Frank Stamford and courtesy of the Lost Melbourne Facebook page. www.facebook.com/Lost Melbourne . 

Barker Station was the only intermediate station on the line and consisted of the single tracked railway line and a rather substantial brick station building for its status and location.

Barker Railway Station. Taken on the day of the last scheduled train,18 August 1952. Image courtesy of the Victorian Collections website. www.victoriancollections.net.au 

The line then crossed Barkers Road before arriving at the terminus, Kew Station which was reached by a cutting to the south of Wellington Street.

The track layout at Kew was fairly simple and consisted of the main, a loop, a goods siding with back shunt and a siding for a low level goods platform.

A Victorian Railways drawing of the track layouts at Barker and Kew railway stations. Drawing courtesy of the Victorian Railways.Net website. 

The Kew and Barker stations were of a standard Victorian Railways design for a suburban station in Melbourne. The stations were substantial brick buildings with good amenities for the station staff.

The Denmark Street side of Kew railway station. Image courtesy of the Facebook page Past 2 Present. 

Kew railway station was served by an access way off Denmark Street. From its opening in 1887 to the 1920's horses and carriages could be seen at the station dropping off and picking up passengers and parcels. 

A postcard showing Kew Station in the early 1900's. Image courtesy of the Victorians Collection website. www.victoriancollections.net.au

The access way leading down to Kew Station from Denmark Street sometime in the early 1920's. Image courtesy of the Victorians Collection website. www.victoriancollections.net.au

An image of the platform side of the Kew railway station. Image taken by Frank Stamford and courtesy of the Lost Melbourne Facebook page. www.facebook.com/Lost Melbourne . 

An image showing the station building and platform, the main and loop and goods siding in 1952. Taken by Lachlan Richardson. Image courtesy of the Victorians Collection website. www.victoriancollections.net.au 

The end of the line. An image taken at the end of the Kew railway line looking back towards the Kew railway station on the 22nd of April 1951. Taken by Lachlan Richardson. Image courtesy of the Victorians Collection website. www.victoriancollections.net.au 

To ensure safe working and prevent accidents, the line operated under the train staff safe working system.

When operating the shuttle up and down the line, the guard of the train would collect the train staff for the line from the signaler at Hawthorn, and pass it to the driver who maintained possession of staff throughout the return journey to Kew. On arrival back at Hawthorn on the Up train, the guard was required to sight the train staff before departing back to Kew. After the last Up train, the train staff had to be returned to the Hawthorn signaler. When a goods train worked on the line, the yard porter at Hawthorne was required to get the train staff from the signaler and pass it to the driver. For through trains the Officer in Charge of Hawthorn station was responsible for passing the train staff to the driver of Kew trains.

Electric train staff machine. Image courtesy of the Victorian Railways.Net website. 

From its opening, a steam hauled passenger service operated between Hawthorn and Kew at 20 to 25 minute intervals with through trains to the city operating in the morning and afternoon peaks.

Electrification was introduced to the Kew line on the 17th of December 1922, and Tait electric multiple units began to operate passenger trains on the line.  After the electrification of the line, a 20 minute through service from the city was provided. From the 15th of April 1923 trains became through trains with the Fawkner line, known today as the Upfield Line at the same 20 minute interval. In December 1924, services increased to every 15 minutes.

On the 24th of November 1930 off peak shuttle services ran between Hawthorn and Kew using a single Tait motor car every 15 minutes on weekdays and every 20 minutes on Sundays. This badly effected patronage as passengers found changing trains at Hawthorn inconvenient. On 29 November 1937 through services were eliminated during afternoon peak with only the single car shuttle services operating on the line.

A single car Tait electric motor car at Kew Station in 1952. Taken by Lachlan Richardson. Image courtesy of the Victorians Collection website. www.victoriancollections.net.au 

Buses began to run off peak services from the 5th of June 1939 due to still falling patronage, with a local shuttle train operating from Hawthorn during peak hours and on Sunday mornings. By October 1939 the Sunday morning trains were also cut.

In 1941, there was only a peak hour train service to and from Kew, with 13 return trips, in the morning and 12 trips in the afternoon and evening. Buses ran the remainder of services at 15 minute intervals. On Monday, the 18th of August 1952 all regular passenger train services were withdrawn. Bus services struggled on for another four years until they too were withdrawn in 1956.

The last scheduled passenger train at Kew Station. 18 August 1952.

Even though the line had no scheduled trains from 1952 onwards, it was still used occasionally for testing locomotives including the then new L class electrics and for railfan specials. The line was officially closed on the 13th of May 1957 and the line including the two stations was taken up and demolished over the next few years.

The March 2021 edition of Newsrail magazine showing a steam locomotive working on the Kew line during dismantling.

Demolition of Kew railway station in 1959. Taken by Eva Grant. Image courtesy of the Victorians Collection website. www.victoriancollections.net.au

Very little of this short suburban line remains today. The site of Kew Station is now the site of the former head office of VicRoads which was once the roading and traffic authority in Victoria but now looks after driver licensing and vehicle registrations. Most of the old railway formation between Wellington Street and Barkers Road is used by VicRoads as a carpark and private access road.

A 1961 photo of the former VicRoads head office built on the site of the Kew railway station. Image courtesy of the Victorians Collection website. www.victoriancollections.net.au

The California Motor Inn was built on the site of the former Barker station but has since closed. the site is awaiting redevelopment.

A 1961 photo of the California Motor Inn on Barker Road. Taken by Ron Setford. Image courtesy of the Victorians Collection website. www.victoriancollections.net.au

The remaining railway formation between Hawthorn Grove and Chrstobel Cresent is now packland and a shared walking / cycling path. The portion of the former line from Chrstobel Cresent to the main line is now a carpark for Glenferrie Oval.

Information for this post came from a variety of sources including Wikipedia, Facebook, Victorian Collections, and the Victorian Railways.Net website.

And that's about it.