the latter half of the year, the trip from Upper Hutt typically did not run, with the train returning to Wellington after the evening trip and overnighting there. From September 2011 the train saw very little use in service, typically going out on a test run once a fortnight and if that was successful, running the evening train. The last time the train carried passengers all the way to Upper Hutt was on 10 October 2011, and mechanical issues sidelined the train again. On 25 October, after a test run, the train carried passengers from Wellington Station as far as opposite Thorndon locomotive sheds, where it failed. It managed to get back to Wellington under its own power to drop the passengers off, and the service was cancelled. Another test run was made on 3 November but was unsuccessful. During this time EO45 had been parked up at Hutt Workshops, leaving the set without a spare loco, but it returned to Wellington on 10 November and for a time all three refurbished EOs were coupled together in Wellington's north yard. On 28 November 2011 the three EOs and the SE set were hauled to Hutt Workshops, withdrawn because of the EO maintenance issues. The SE carriages were intended to be modified for use on Wairarapa trains, but the fate of the EOs was unclear. One suggested use for the refurbished units was a return to banking duties replacing the two DBR locomotives primarily used for this on the North Island Main Trunk south of Paekakariki. However, the electrification to the freight yard had been removed following the withdrawal of the EW locomotives in the late 1980s and the EOs general lack of reliability seemed to preclude their use. It is believed that the unreliability issue stems from the use of the EOs as passenger locomotives, as they are in effect lower-geared freight locomotives. During their time in passenger service, the locomotives were required to run at speeds of up to 90km/h, a speed which they would never have reached in service while at Otira. Another likely factor in their latter unreliability on the Wellington system was the upping of the DC voltage in the overhead system from 1500 V to 1600 V for the Matangi units (after the retirement of the English Electric DM/D units). Disposal In March 2013, four of the five locomotives stored at the Hutt Workshops were