Cross Creek always had locomotives based there including, until 1880, the four Fell locomotives plus two others.
 After the closure of the locomotive shed at Featherston in 1891, all locomotives working the South Wairarapa district – except for the Greytown Branch – were based at Cross Creek.
 A new engine shed was constructed at Cross Creek in 1899.
 Because of the maintenance requirements of the Fell locomotives, and the distance of the station from the Petone Workshops, it was necessary to maintain a workshop on site and to have a fitter permanently based there.
 In 1902, the promotion of a fitter to the position of Assistant Locomotive Foreman for Cross Creek, subordinate to the Locomotive Foreman of Wellington, effectively meant that there were two fitters based at Cross Creek.
 A third fitter was appointed in 1911, and remained until a reduction in traffic over the line, probably after World War I.  The workshops were attached to the side of the locomotive stables, and were capable of handling all but the heaviest of repair and maintenance jobs.
 Records show that it was normal practice for one of the six Fell locomotives to be away at Petone Workshops for medium to heavy repairs or maintenance at any given time.

Cross Creek was one of the first stations on the Wairarapa Line to receive signals, with the Working Timetable of 1887 being the first to list them.
 Instructions for the crossing of trains laid down that southbound trains were to take the siding or loop, and northbound trains were to take the main line.
 There were two safety sidings, each of which had a ground disc to indicate its position.
 A home signal was also installed at the foot of the incline, and a starting signal controlled trains leaving for Featherston at the other end of the yard.
 Though there was a building next to the station in which a lever frame was used to set some points using mechanical interlocking, this was never as extensive as at other stations.

Cross Creek had an unusual six-lever partially-interlocked signalling installation and had no "distant" signals so had points indicators which applied to the "main" line (see book for station layout), while Summit had a fully interlocked 27-lever frame.

An instruction issued in 1885 regarding the use of the safety siding at Cross Creek stated that the points from the Incline must always be set to the safety siding.
 When a descending train approached Cross Creek, the driver of the leading locomotive gave one long whistle to signal that the train was under control, whereupon the signalman set the points for the arrival road.
 If there was a problem, the driver had to sound three short whistle blasts in rapid succession, at frequent intervals.
 No such emergency is known to have occurred.
Cross Creek always had locomotives based there including, until 1880, the four Fell locomotives plus two others.  After the closure of the locomotive shed at Featherston in 1891, all locomotives working the South Wairarapa district – except for the Greytown Branch – were based at Cross Creek.  A new engine shed was constructed at Cross Creek in 1899.  Because of the maintenance requirements of the Fell locomotives, and the distance of the station from the Petone Workshops, it was necessary to maintain a workshop on site and to have a fitter permanently based there.  In 1902, the promotion of a fitter to the position of Assistant Locomotive Foreman for Cross Creek, subordinate to the Locomotive Foreman of Wellington, effectively meant that there were two fitters based at Cross Creek.  A third fitter was appointed in 1911, and remained until a reduction in traffic over the line, probably after World War I.  The workshops were attached to the side of the locomotive stables, and were capable of handling all but the heaviest of repair and maintenance jobs.  Records show that it was normal practice for one of the six Fell locomotives to be away at Petone Workshops for medium to heavy repairs or maintenance at any given time.
Cross Creek was one of the first stations on the Wairarapa Line to receive signals, with the Working Timetable of 1887 being the first to list them.  Instructions for the crossing of trains laid down that southbound trains were to take the siding or loop, and northbound trains were to take the main line.  There were two safety sidings, each of which had a ground disc to indicate its position.  A home signal was also installed at the foot of the incline, and a starting signal controlled trains leaving for Featherston at the other end of the yard.  Though there was a building next to the station in which a lever frame was used to set some points using mechanical interlocking, this was never as extensive as at other stations.
Cross Creek had an unusual six-lever partially-interlocked signalling installation and had no "distant" signals so had points indicators which applied to the "main" line (see book for station layout), while Summit had a fully interlocked 27-lever frame. 
An instruction issued in 1885 regarding the use of the safety siding at Cross Creek stated that the points from the Incline must always be set to the safety siding.  When a descending train approached Cross Creek, the driver of the leading locomotive gave one long whistle to signal that the train was under control, whereupon the signalman set the points for the arrival road.  If there was a problem, the driver had to sound three short whistle blasts in rapid succession, at frequent intervals.  No such emergency is known to have occurred.
Cross Creek railway station