F Class 0-6-0ST Locomotive

Origin of the Design

The Origin of the F class Locomotive goes back to the very early days of planning for the Dunedin and Clutha Railway. By the time of the passing of the Railway Act 1870, requiring all future railway lines be built to 3'-6" gauge (1067mm) the motive power requirements for the Otago railway had already been determined together with an outline drawing prepared by the Public Works office of the Otago Provincial Council in Dunedin. The reasoning behind how they came to the decision about the most appropriate locomotive for the job is spelled out in some detail in the first section of Memorandum No 114 from the Public Works Office in Dunedin (Mr. Blackett) to the Minister for Public Works (Hon. W. Gisborne):

26 April 1871.

Sir,--

I have the honour to inform you that I have had under consideration, along with W. N. Blair Esq.,C.E., the subject of rails and rolling stock for the Dunedin and Clutha Railway, and to state that in recommending certain forms of each, we have been guided by such examples of railway practice as appear to have been successfully carried out and worked in Europe and Australia.

Acting on the principle that no greater loads shall be carried on one pair of wheels than five or six tons, we find that we may adopt a rail not exceeding 40lbs per yard in weight, and have chosen the ordinary flat footed , or Vignole's patterns in preference to others, as being simple in form, easily laid and kept in repair, and as having no complicated fittings of any kind.

In deciding the form of engine to be used, the character of the line must be taken into consideration. The total length is about fifty-one miles, the first eight miles of which out of Dunedin are the most difficult. There are two summits to be reached with gradients of 1 in 50 and 1 in 66 alternating with easier gradients and level portions. The longest gradient of 1 in 50 is 68 chains long. The remaining forty-three miles are of a comparatively level character, one gradient of 1 in 66, one of 1 in 80, but generally very favourable and level. I enclose tracings showing plan and sections of the line.

The features of the line at first sight point to the use of two kinds of engines, i.e. one of a light character for the further portion, and one of a heavier and more powerful type for the nearer and more difficult portions, as in use in other railways with varying sets of gradients--say, in the first case, engines weighing 15 tons, with four wheels of 3 feet coupled, and two leading wheels of 2 feet diameter, capable of drawing gross loads of 100 tons at 20 miles per hour.In the second instance, engines to draw the same load over the gradients above described, say 20 tons weight with six driving wheels all coupled 3 feet diameter, and 2 leading wheels 2 feet diameter.

Looking however to the amount of traffic likely to be dealt with on the line in question, and the probability that it will be very moderate, both as regards passengers and goods, except perhaps, for a short time during each year when grain and wool will be carried, it does not seem advisable to provide two classes of engines, for many reasons.

One, that it will be much more economical to run the same engine right through, and thus avoid having two engines under steam for the same journey; another, that looking forward to repairs, one kind of duplicates will be sufficient to keep in store, and render repairs more easy and less expensive than if two sets were to be kept on hand.

Under these considerations, therefore, we propose that a medium form of engine shall be adopted capable of dealing with all the traffic that may be expected on the line for a long time to come, and at the same time not too heavy for general work and through trips.

The tank engine form to be selected as a means of utilizing the weight of coal and water carried for the use of the engine instead of allowing these to form part of the gross load to be drawn by the engine, as is the case where tenders are use.

The engine need not carry a full supply for the fifty-one miles but replenish the store of water and coal at one or two intermediate stations.With a further view of economizing all the available weight, we should dispense with the small leading wheels, give a slightly increased length of driving wheel base, and couple all the wheels together so that the whole weight of the engine and its load will be available for traction. Also, as the curves on this line are not unfavourable, the sharpest being from 10 to 12 chains radius, we do not recommend the use of any special appliances for passing around curves, Bissel bogie-frames, or radial axle-boxes, both of which would indeed be inapplicable in the case of coupled wheels.

The only provision we think necessary to assist the engine to pass easily round the curves, would be to construct the hind or tracting wheels to a slightly narrower gauge than the two other pair of wheels, say by ⅛ inch to ¼ inch.

Thus the engine will be of simple a form as possible , an undoubted advantage in the Colonies where the appliances for repairs are not so accessible as in the home country.

The forms and general sizes of the engine are depicted and described in the specifications attached to this, the general descriptions being as follows:-- Weight, loaded, to be about 17 tons; cylinders to be 10½ inches diameter with 18 inch stroke; wheels, six in number, 3 feet diameter, all coupled; length of wheel-base, 10feet 6 inches; pressure of steam to be 120lbs. Ref:AJHR_1871_I_D-06b,pg64

Determining the details for the locomotives will undoubtedly have been the work of William Blair (clearly acknowledged in Mr Blackett's report) who had been heavily involved with all aspects of getting a railway built between Dunedin and the Clutha River. This project had been under consideration from as early as 1865 following the development of a coal mine at the mouth of the Clutha River in 1859. Various routes had been looked at in considerable detail over the intervening years, so this was a project ready-to-go when railways became a national priority. Formation contracts were got underway as soon as approval was given in December 1870, and when it was time to order locomotives, those details too had already been determined. A fuller specification of the engines was given in the attachment to Memo 114

Enclosure 1 in No 114

The Engines to be of a total weight of about 17 tons when loaded with coal and water, which they must carry.

Cylinders outside to be 10½ inches, with 18 inch stroke. Steam in boilers, 120lbs to the square inch, heating surface of the boilers to be about 500 superficial feet. Number of wheels to be six, all coupled, and 3 feet diameter, with a wheel-base of 10 feet 6 inches; the trailing wheels to be turned that their gauge between the flanges shall be from ⅛ inch to ¼ inch less than that of the other two pairs of wheels. The engine will burn brown coal or lignite and the area of the fire grates should be larger than if meant to burn the best description of coal. they must be fitted with the latest of improvements, and made complete in every particular and must be made of the best material. Fire-box of copper, tubes of iron (or most approved material). Force pumps of brass, Gifford's injectors of brass. Wheels of wrought iron, well balanced and with steel tires. Engine-framing of wrought iron; roof over engine driver; sand-boxes for wheels; brake gear on all the wheels. Height of chimney above rails to be not more than 10 feet 6 inches; gauge between rails 3 feet 6 inches. Ref:AJHR1871_I_D-06b,pg.66

Outline sketch of locomotive as submitted by Mr Blackett, Chief Engineer Public Works, Dunedin Ref:AJHR_1871_I_D-06b

Before committing to the locomotive (and other rolling stock) design, the Minister of Public Works requested the Agent General in London (Mr. Featherston) to arrange for a detailed review of the designs, by a competent railway engineer in England, who was a

thorough supporter of the light and narrow gauge system. ------- When this has been done and any alterations in Mr Blackett's suggestions carefully settled, you will be pleased to place the order in the hands of proper persons for execution. Ref:AJHR_1871_I_D-06b,facing pg.66

It appears that Mr. Featherston followed advise given and used Mr Hemans to do the design check. He had been recommended as having served the Canterbury Provincial Railways very well, in the same capacity.

Suppliers

The initial order was for 2 engines, increased to 3 three months later, clearly after tenders were called for the first 2 as Maker's Numbers are not consecutive. Mr. Featherston will have made appropriate inquiries and obtained a preliminary design and specification through Mr. Hemans, and then called tenders (usually from invited reputable companies), and ordinarily accepted the lowest tender. From later documentation, it appears that the cost included in the estimates for the railway became a maximum cost, landed in New Zealand, so there may well have been negotiations to ensure this value would not exceeded. The first tender was significant as it also included the detailed design of the locomotive. The successful contractor for that first batch of locomotives was Neilson and Company, a well established locomotive manufacturer from Glasgow, Scotland. The deadline for delivery was, the first by 14 February 1873 and the other two by 14 March 1873. Neilson and Company had to carry out a complete locomotive design and make the set of drawings available to the New Zealand Government. During the actual construction, access had to be provided for an Inspector who would oversee that the materials and workmanship was up to the required standard. Construction must have gone particularly smoothly as the locomotives were ready in Glasgow by end of August 1872. Passage to Port Chalmers was arranged on the ship Palmerston which was traveling from Hamburg to Dunedin with German (more specifically Polish) and Scandinavian immigrants. Apart from the three locomotives, the Palmerston also had a large quantity of material for the Waitaki River Bridge, nearly half the order of 222 sets of cast iron pier cylinders weighing some 260 tons.

The Palmerston arrived in Dunedin on December 6th 1872, after a voyage of 100 days, but was then quarantined for a further 30 days due to contagious illness on the ship. The locomotives were finally unloaded in January 1873. One was immediately shipped to Onehunga to be used by Brogden and Sons on the Auckland to Mercer Railway, another was shipped to Bluff for use on the Invercargill - Mataura Railway leaving only one for the Dunedin - Clutha Railway. So, from the first shipment already, the locomotives were not allocated to the sections of railway they were ordered for. No doubt the accountants squared things up so that each railway paid for the locomotive it got, but it just makes later research more difficult. Compounding the challenges faced by later researchers, was the fact that no proper record was kept of makers numbers once the locomotives were landed in New Zealand, individual locomotives were given numbers that suited the isolated sections they worked on. As sections were joined up and more and different locomotives arrived, the problems became even more challenging, resulting in a number of attempts to develop a classification scheme that would last more that just a few years.

There is only limited information available regarding the actual placing of orders for the locomotives and where those actual locomotives were delivered to once they arrived in New Zealand. The tables at the bottom of this page aim to record the general details of each F class locomotive from Manufacture through to disposal. Details relating to the working life of a loco can be recorded on individual Locomotive pages if wanted.

The first order for two 'Otago' type locomotives was placed on 27 May 1871 but as mentioned, it was increased to three, 3 month later. Other orders followed, trying to ensure that locomotives arrived by the time they were required to work on the various sections of track that were being constructed. Their first task was usually ballasting the line once the platelaying was completed (i.e. the track had been laid), and once a section of track was opened for traffic, locomotives also needed to be available to run the scheduled services. The fact that additional orders were placed while the first loco's were still on a ship heading to New Zealand, showed the confidence that was held in this design. Subsequent locomotives were however not all built by Neilson and Company, each order was publicly tendered, sometimes in more than one lot. A key factor for winning a tender other than price was 'who could deliver the loco's by the required date'. And then it was not just locomotives that were being ordered, but hundreds of miles of rails, with all their fastenings, many wagon components, bridge components and ancillary railway equipment. All these needed to be shipped to New Zealand along with thousands of immigrants and their families. Coordinating this mammoth task became the responsibility of the Agent General, based in London, and he seems to have done a sterling job.

NZR ended up with a total of 88 F class locomotives, acquired between 1872 and 1888. Most of these were direct purchases through the Agent General in London, however in the case of the F class, a number were imported by other agent.This was normally on behalf of private railways constructed under the District Railway's Act 1977, but there were also a number purchased by Harbour Boards who operated railways for These were from seven different locomotive manufacturers; Neilson and Company, Black Hawthorn and Company, Robert Stephenson and Company, Yorkshire Engine Company Limited, Vulcan Foundry Limited, Avonside Engine Company Limited and Dubs and Company. Not all loco's were not ordered through the Public Works Department for NZR requirements, but some were acquired when the Government took over District or Private railways. They had often purchased their own locomotives (usually through and agent) and some of these were to the NZR F class design. These are shown in the table by having their final (or 1890) number highlighted orange.

Deliveries

For most of the early orders, the ships which carried them to New Zealand are also known, but not all loco's ordered for a particular section were ultimately delivered to that section. It is understood delivery instructions will have been updated depending on the needs at the time orders reached completion. Likewise, large orders like the 26 in 1876, were split into two tenders, (for which Avonside happened to be the successful tenderer for both), but even from the first tender, some locomotives were delivered to each of the six sections for which the order was made out for rather than completing all deliveries for one section first. However, by the time the last engines in that order were completed, Dunedin became the recipient of four more than its original allocation, to the detriment of Auckland and Manawatu. More detailed analysis of the available data may come up with a logical explanation for that.

Orders after the first Neilson batch, were constructed to the same detailed design, however, each manufacturer tended to add his own details in some way, so by knowing what to look for, you could often pick which firm manufactured which loco. Throughout the build years though, there were also some subtle design improvements made which enabled newer models to be differentiated from older ones. Some design changes were invisible though and that seems to have created a significant confusion in early loco classifications. If we look at the original specification as defined by William Blair, we see that the design was for locos operating on 10 chain (200m) radius curves, and for that, up to ¼ inch slack was to be provided in the rear axle. Within a few years, these loco's were operating on mainline curves as tight as 7 chain (140m) radius, and yard curves of 5 chain (100m) radius, doing work they were not designed for, and requiring much more frequent re-profiling of the tyres. The Locomotive engineers eventually solved this problem by providing Patent Axle-boxes to the leading axle that allowed ¼ inch movement either side of centre. What isn't clear yet is whether this was in addition to, or in place of the ¼ inch slack on the rear axle. According to the Dubs drawings (1878 - 1884 loco's) there seems to be no specific mechanism to move the axle, just the side-wards pressure on the wheels, which was in turn controlled by the conic profile of the tyre treads and the tyre flange. Locomotives with these Patent axle-boxes were referred to Class 'F' Engines with radial Axle Boxes. When analysed, Radial Axle-boxes on coupled axles is an impossibility, so this is a misnomer. However, they were a patent axlebox and New Zealand had at least 2 brand names associated with them. Cartazzi, and Widmark. The Widmark axlebox no doubt designed by H. W. Widmark, chief draughtsman of the Avonside Company, dates from this exact period but like the Cartazzi, does not seem to relate to coupled wheels as was the arrangement on the 'F' class locomotives. Ref Institution of Mechanical Engineers: Proceedings 1877. The persistence in calling them 'radial axle-boxes' remains a mystery at this stage.

Up to 1878, the average cost of an F class locomotive had been ₤1,507.9/8d ($3,014.82), which included delivery to where the locomotive was first allocated. Ref AJHR_1878_I_E-02

Classification

The classification of locomotives was still in its infancy in New Zealand when these loco's were first brought into use and to start with, each was given a number that fitted into the sequence the local section was using. Once sections started to be linked up, a new system needed to be devised, so blocks of numbers to were allocated to each section, however, they did not envisage how quickly the railway would expand, so soon ran out of numbers again. This resulted in the introduction of classification letters in 1877, and it was at this point that these Loco's first received the F classification.

When the letter classifications were first introduced though, the blocks of numbers were still in use so, as locomotives moved around the country, they invariably got a new number when they were allocated to a new section. Sections were strictly isolated sections, as soon as one isolated section was joined to another, this usually also required renumbering of locomotives. It was not until 1882 that a better semblance of order was reached with the North Island and South Island each having a single number sequence. This however was rationalised again in 1890 when a single sequence for the whole country was introduced. Because the 'F' class loco's spanned all these changes, identifying a particular locomotive based solely on a number can be quite a challenge, as you also need a date and location, together with a list showing which loco's had which numbers at which points in time. Fortunately, previous researchers have made considerable progress in creating those lists and for the 'F' class they are incorporated in the the main data table for these locomotives a little further on in this page.

The 'O' Classification

As mentioned in the previous section, patent axle-boxes appear to have been fitted to the leading axle of all orders after 1875. To differentiate the two types, a new classification letter was used but in a most confusing way. It was only applied in the South Island, but in the Christchurch Section (where the Locomotive Supervisor was based), 'O' represented the Original or Otago type so perhaps that was the reason for selecting 'O', but 'O' was also one of the next available letter so it's use was not unusual. In Otago and Southland though, the application of the 'O' was mostly the other way round, making it unclear what the 'O' actually represented. The Parliamentary Returns do not appear to be consistent either around this time. In 1878 separate returns are shown for the North and South Islands in the Reports for the first parliamentary session, and a combined Return is shown in the second Session Reports, but the two do not match exactly, probably due to timing differences like 31/March and 30/June. The South Island Return that year was the first to list locomotive class letters along with the locomotive description, and this return indicates that the 'O' class had the 'radial axle-boxes on the leading axle'. It is curious then that the 'O' classification was recorded as having 1637 members in 1878, 37 in 1881 then dropped to only 5 the next years, before being dropped from the lists in 1886. My interpretation is that following the mixed interpretation of the original instructions regarding the 'O' class, all new imports seem to have received the 'O' classification up to and including 1881. Then in 1882, to clear up earlier South Island confusions, all 'O' class loco's re reclassified 'F', but 5 original Loco's in Otago seemed to have retained an 'O' classification till 1886.

A more detailed look at classification of locomotives in New Zealand can be found on the page Locomotive Classification.

Conversions

Between 1892 - 1895, 12 'F' class locomotives were converted to Fa class 0-6-0T loco's. While very little of the original loco's was used (probably only the frames and wheels), they were dealt with as a conversion rather than a new build. The main aim of this work was to increase power by giving them new boilers with a significantly higher pressure, and larger pistons with new outside valve motion. The end result was, that being more powerful, the used significantly more fuel but only a modest increase in fuel capacity had been provided. This meant significantly less distance could be covered even with a full load of fuel. This lead to a further conversion and reclassification to 'Fb' by adding a trailing truck and greater coal capacity, initially by converting F9 direct to Fb9, and following it's success, by converting all the Fa's to Fb's, starting in 1900. Once all were done, the whole group was reclassified back to Fa in 1905. The following table lists the conversions from 'F' class through to final Fa class with the relevant dates and workshops where known

'F' class locomotives converted to 'Fa'

1890 number	Maker	Maker No	Year	Workshop	Rebuilt	New ID	New Maker No	Workshop	Modified	New ID	Year	Final ID
F10	Avonside	1094	1876	Addington	1893	Fa10	7/93	Hillside	1903	Fb10	1905	Fa10
F41	Avonside	1140	1876	Addington	9/12/1893	Fa41	8/93	Hillside	1903	Fb41	1905	Fa41
F157	Yorkshire	243	1874	Addington	1895	Fa157	12/95	Hillside	1903	Fb157	1905	Fa157
F179	Yorkshire	245	1874	Petone	1894	Fa179	33/94	Petone	1904	Fb179	1905	Fa179
F182	Avonside	1136	1876	Petone	1893	Fa182	32/93	Petone	1904	Fb182	1905	Fa182
F185	Yorkshire	242	1874	Petone	1895	Fa185	36/95	Petone	1903	Fb185	1905	Fa185
F226	Dubs	1169	1876	Petone	1892	Fa226	30/92	Petone	1903	Fb226	1905	Fa226
F242	Stephenson	2086	1873	Newmarket	1892	Fa242	28/92	Newmarket	1904	Fb242	1905	Fa242
F244	Stephenson	2087	1873	Newmarket	1895	F244	35/95	Newmarket	1905	F244	1905	F244
F247	Vulcan	737	1875	Newmarket	1892	Fa247	29/92	Newmarket	1904	Fb247	1905	Fa247
F250	Dubs	1368	1880	Addington	1892	Fa250	5/92	Westport	1900	Fb250	1905	Fa250
F251	Dubs	1366	1880	Addington	1892	Fa251	6/92	Hillside	1903	Fb251	1905	Fa251
F9	Avonside	1134	1876	--	--	--	18/97	Addington	1897	Fb9	1905	Fa9

Named Engines

A Number of F class locomotives were named, and from 1874 following directive of the Engineer-in-Chief, John Carruthers, locomotives with 10½ inch cylinders, could only have names selected from the works of Sir Walter Scott. Consequently, 26 of the 88 loco's received names, with some examples being Ivanhoe, Rob Roy, Madge Wildfire, and Black Dwarf. All the names are listed in the table below with some uncertainties as to exactly which loco had which name. F13, Neilson No. 1692 of 1872 i.e. from the very first batch has had 3 names during it's life, originally Clutha, before the naming instructions were issued, at which point it was changed to Edi Ochiltree, and after it's restoration in 1958 was re-christened Peveril in honour of the original loco of that name (Yorkshire 248 of 1874, (F 232)) which had been scrapped in 1957. Names ceased to be applied from 1877 and disappeared from loco's as they were repainted, so that by 1880 they were all gone. F 180 was re-adorned with her original name Meg Merilies following restoration, and in 1963, F163 was renamed Ivanhoe ahead of the 1963 Railway centennial celebrations.To find the names of other locomotives jump to the page Locomotive Names

The following table lists all 'F' class locomotives that were known to be named, in alphabetical order

'F' class locomotives with names

Name	1890 Loco No	Builder	Builder No	Build Year	Section	Started Work	Ended Work	Status	Comment
Ada	F242	Stephenson	2086	1873	Auckland	Dec. 1873	1892		Converted to Fa242 in 1892
Black Dwarf	F182 or F183	Avonside	1136	1876	Wanganui/Foxton	March 1877	1893		It is unclear whether this name was given to F 182 or F183. Converted to Fa182 in 1893
Bothwell?	F80	Avonside	1085	1875	Otago	c. Sept. 1876	21/11/1931		No absolute proof of name
Clutha	F13	Neilson	1692	1872	Otago	20/12/1873	10/10/1964	Preserved	Name given before naming rules established
Dandi Dinmont	F231	Neilson	1706	1872	Otago	Aug. 1876	24/03/1931		Christened as Ivanhoe but Official List shows Dandi Dinmont
Diana Vernon	F250	Avonside	1875	1089	Napier	Sept. 1876	Sept. 1935
Dougal	F183 or F182	Avonside	1876	1136	Wanganu/Foxton	March 1877	13/04/1932		It is unclear whether this name was given to F 183 or F182
Edi Ochiltree	F13	Neilson	1692	1872	Otago	20/12/1873	10/10/1964	Preserved	renamed when naming rules established
Flora McIvor	243	Stephenson	2085	1873	Auckland	Jan. 1874	24/07/1930
Guy Mannering	F179	Yorkshire	245	1874	Wanganui/Foxton	Sept. 1875	1894		Converted to Fa179 in 1894
Helen McGregor	F181	Avonside	1084	1875	Wanganui/Foxton	March 1877	13/04/1932
Ivanhoe	F231	Neilson	1706	1872	Otago	Aug. 1876	24/03/1931		Christened as Ivanhoe but Official List shows Dandi Dinmont
Ivanhoe	F163	Dubs	1367	1880	Otago	July 1881	10/10/1964	Preserved	Named in 1963
Jeanie Deans	F247	Vulcan	737	1875	Auckland	Sept. 1875	1892		Converted to Fa247 in 1892
Lady of the Lake	F164	Yorkshire	239	1874	Auckland	Nov. 1874	24/03/1931
Lord of the Isles	F245	Yorkshire	240	1874	Auckland	Nov. 1874	1894		Converted to Fa245 in 1894
MacCallum Mhor	F248	Vulcan	736	1875	Auckland	Sept. 1875	Jul. 1930
Madge Wildfire	F246	Vulcan	735	1875	Auckland	Sept. 1875	18/03/1930
Marmion	F244	Stephenson	2087	1873	Auckland	Jan. 1874	Apr. 1935
Meg Merrilies	F180	Yorkshire	244	1874	Wanganui/Foxton	Sept. 1875	1/10/1932
Nigel	F40	Avonside	1090	1876	Otago	4/08/1876	7/09/1934
Peveril	F232	Yorkshire	248	1874	Otago	Apr. 1875	Jan. 1957
Pirate	F44 or F19	Avonside	1091	1876	Otago	March 1877	13/04/1932		It is unclear whether this name was given to F 44 or F19
Rob Roy	F503	Neilson	1842	1873	Otago	July 1874	1942		Originally F37 when sold to the PWD in 1879
Roderick Dhu	F19 or F44	Avonside	1093	1876	Otago	27/09/1876	Jan. 1957
Roswal (or Talisman)	F74	Yorkshire	249	1874	Otago	c. Mar. 1875	Jun. 1957
Saladin	F247	Yorkshire	248	1874	Otago	c. Mar. 1875	9/03/1929
Talisman (or Roswal)	F72	Yorkshire	246	1874	Otago	c. Mar. 1875	7/09/1953
Waverley	F38	Neilson	1841	1873	Otago	1/07/1874	1/08/1932

F class Engines Sold for Further Use

With the general versatility of the F class locomotives, they were often acquired by industrial enterprises ranging from sawmills to freezing works to Collieries. A significant number of these went on to become heritage locomotives, saved from scrapping at a time when mmost old locomotives had already been scrapped. The following table lists those locomotives that had a second life after their work with NZR was completed.

'F' class locomotives sold by NZR for re-use

1890 number	Maker	Maker No	Year	Sold to	Location	Year	Disposal	Date	Comment
F37	Neilson	1692	1874	Public Works Department	Dunedin	1876	Sold	1886	Re-numbered to F13 in 1882
F13				New Zealand Government Railways	Westport	1886	Sold	10/10/1964
				Canterbury Railway Society	Christchurch	1964			Preserved
F37	Neilson	1842	1873	Public Works Department	Dunedin	1879	Scrapped?	1940	re-numbered to PWD503
F2	Avonside	1141	1876	Charming Creek Coal Co	Ngakawau	1954	Scrapped?	1959
F12	Yorkshire	241	1874	Waitaki Farmers Freezing Co	Pukeuri	1876	Sold back to NZR	1886
F40	Avonside	1090	1876	Stuart and Chapman Ltd	Ross	1934	Scrapped?	1948
F72	Yorkshire	246	1874	Canterbury Frozen Meat Co	Pareora	1933	Scrapped?	1946
F75	Avonside	1088	1876	Stuart and Chapman Ltd	Ross	1925	Sold	1955
				Butler Bros	Ruatapu	1955	Scrapped?	1956
F80	Avonside	1085	1876	Otago Harbour Board	Aramoana	1934	Scrapped?	1948
F111	Dubs	1233	1879	Oamaru Harbour Board	Oamaru	1934	Sold	1966
				Otago Railway & Locomotive Society	Dunedin	1966			Preserved
F113	Neilson	2413	1878	Butler Brothers	Ruatapu	1941	Scrapped?	1956
F152	Dubs	1173	1878	Stuart and Chapman Ltd	Ross	1954	Sold	1957
				Butler Brothers	Ruatapu	1957	Scrapped?	1958
F154	Dubs	1370	1880	Marine Department	Westport	1929	Sold	1936
				Westport Harbour Board	Westport	1936	Sold	1946
				Charming Creek Coal Co	Ngakawau	1946	Scrapped?	1955
F2	Stephenson	2598	1886	Charming Creek Coal Co	Ngakawau	1934	Scrapped?	1946
F166	Stephenson	2594	1885	Westport Harbour Board	Westport	1909	Sold	1923	Renumbered to F839 when sold
F839				New Zealand Government Railways	Westport	1923	Scrapped?	1946
F184	Dubs	1372	1880	Burkes Creek Colliery	Reefton	1934	Sold	1945
				State Mines Department	Reefton	1945	Scrapped?	1947
				Butler Brothers	Ruatapu	1948	Scrapped?	1955
F185	Dubs	1171	1878	Taupiri Coal Co	Rotowaro	1936	Sold	1951
				State Mines Department	Rotowaro	1945	Sold	1972
				Bush Tramway Club	Pukemiro	1972	Preserved
F225	Avonside	1089	1875	Butler Brothers	Ruatapu	1935	Scrapped?	1955
F228	Dubs	1365	1880	Auckland Farmers Freezing Company	Auckland	1936
F230	Dubs	1364	1880	Napier Harbour Board	Napier	1933	Sold	1946
				Ellis and Burnand Ltd	Mangapehi	1946	Gifted	1956
				Hamilton City Council	Hamilton	1956	Preserved		On Static Display
F233	Stephenson	2593	1885	Auckland Farmers Freezing Company	Southdown	1936	Sold	1964
F243	Stephenson	2085	1873	Matahina Tramway	Edgecumbe	1964	Bought for spare parts
F248	Vulcan	736	1875	Matahina Tramway	Edgecumbe
F839	Stephenson	2594	1885	Charming Creek Coal Co	Ngakawau	1930	Sold	1947
F840	Vulcan	1180	1887	Butler Brothers	Ruatapu	1928	Scrapped?	1955
F233	Stephenson	2596	1885	Marine Department	Westport	1930	Sold	1947
				Burkes Creek Colliery	Reefton	1947

Surviving Examples

Nine F class locomotives have survived scrapping, several of these probably because they were sold by NZR to private industries and were then used long enough that their heritage value became more obvious, or they were gifted to a community for static display once at the end of their useful life. Of the seven different manufacturers, five of those are represented among the preserved examples of these locomotives and one of those is from the very first batch, which arrived in 1872.

The following table lists these survivors with their current (2023) ownership and status.

Preserved 'F' class locomotives

1890 number	Maker	Maker No	Year	Located at	Owner	Status
F12	Yorkshire	241	1874	Ferrymead (Christchurch)	Canterbury Railway Society	Parts resource for F13 and F111
F13	Neilson	1692	1872	Ferrymead (Christchurch)	Canterbury Railway Society	Operational
F111	Dubs	1233	1879	Ocean Beach Railway (Dunedin)	Otago Railway and Locomotive Society	Awaiting new boiler
F150	Dubs	1371	1880	Invercargill	Otago Railway and Locomotive Society	Undergoing restoration, target 2026
F163	Dubs	1367	1880	Fielding	Rail Heritage Trust of New Zealand	Operational
F180	Yorkshire	244	1874	Western Springs (Auckland)	Museum of Transport and Technology	Preserved
F185	Dubs	1171	1878	Pukemiro	Bush Tramway Club	Operational
F230	Dubs	1364	1880	Lake Park, Hamilton	Hamilton City Council	Static Display
F233	Stephenson	2593	1885	Pukeoware	Glenbrook Vintage Railway	Stored

Tables of 'F' Class Locomotive Data

Presenting data about the 'F' class locomotives in table format is somewhat challenging, mainly due to the fact that there is no sequence that suits all purposes. The 1890 numerical sequence (the most used identifier for these locomotives) bears no resemblance to an orderly list of locomotive ages, so it seems best to split the data over two tables, the first focusing on data relating more to their manufacture and delivery and a second in numerical order of 1890 numbers, focusing moreon the locomotive's working life. The data for these tables comes from three primary publications: In the Beginning by Gerald Petrie, Register of NZR Steam Locomotives 1863 - 1971 by Bill Lloyd, The NZR Steam Locomotive by Sean Millar, plus personal research, making extensive use of the Appendices to the Journals of the House of Representatives through the website Paperspast, and other publications.

Both tables are a complex collection of data that should be treated as a work in progress. Adding and editing data is relatively straightforward so just list any changes on the Info Submission tab with a source reference.

Data Based on Locomotive Deliveries

Because Locomotive numbering was originally based firstly on location, and then age, a standard numerically ordered list does not present a useful table when considering locomotives by history time-line. The following table attempts to achieve that by listing the locomotives by their date of arrival, as near as that can be determined. For the later arrivals, these dates are not known (yet) so manufacture dates have been used as the next closest thing. Such a table can better present the placing of the original orders, the manufacturers, the ships that transported them from Britain, and where they ended up for their first stints of service.

This table focuses on data relating to the locomotive's origins, so for details not found in this table and relating to its working life, please refer to the next table "Data Table based on 1890 Locomotive Numbers" There are two columns with linking data, the first column in both tables is headed 'Count' and is sequential in this table, The other column is '1890 Number' and is sequential in the other table.

Contrasting colours have been used in the column headed "Makers No" to highlight the different tenders that must have been let over the years. This is based solely on groups of consecutive maker's numbers

'F' class locomotives based on their Deliveries

ORDERING

MANUFACTURE

SHIPPING

WORKING LIFE

Order

Maker

Ship

Arrival

Arrival

Entered

1890

PWD

Written

Count

Date

Ref

Qty

Section Ordered for

Maker

No

Year

Arrived On

Port

Date

Service

Locomotive Name

Loco No

No

Off

Port NZR

1

Neilson

1691

1872

1/05/1873

F11

4/07/1932

---

2

27/05/1871

2

Dunedin and Clutha

Neilson

1692

1872

20/12/1873

Clutha/Edi Ochiltree/Peveril

F13

10/10/1964

Preserved

3

27/05/1871

1

Dunedin and Clutha

Neilson

1706

1872

"Palmerston"

Port Chalmers

6/12/1872

14/04/1873

Ivanhoe

F241

03/1927

---

4

Stephenson

2085

1873

01/1874

Flora McIvor

F243

03/1927

Sold for Parts

5

Stephenson

2086

1873

12/1873

Ada

F242

1892

Became Fa242

6

23/01/1872

72/24

3

Auckland to Mercer

Stephenson

2087

1873

"City of Auckland"

Auckland

5/09/1873

01/1874

Marmion

F244

1895

Became Fa244

7

Neilson

1841

1873

1/07/1874

Waverley

F38

1/08/1932

---

8

26/10/1872

72/123

2

Dunedin and Clutha

Neilson

1842

1873

"Asia"

Port Chalmers

27/04/1874

07/1874

Rob Roy

F503

1942

---

9

21/12/1872

72/136

1

Dunedin and Clutha

Black Hawthorn

277

1873

"s.s. Atrato"

Port Chalmers

8/06/1874

01/1874

Ivanhoe/Dandi Dinmont

F231

11/1931

---

10

Yorkshire

239

1874

11/1874

Lady of the Lake

F164

24/03/1931

---

11

2

Napier to Waipukerau

Yorkshire

240

1874

"Zealandia"

Auckland

15/10/1874

11/1874

Lord of The Isles

F245

04/1935

---

12

Yorkshire

239

1874

--

F12

06/1957

Sold, Preserved

13

Yorkshire

242

1874

most likely

--

F186

1899

Became Fa186

14

3

Winton to Kingston

Yorkshire

243

1874

"E.P. Bouverie"

Bluff

17/02/1875

--

F157

1895

Became Fa157

15

Yorkshire

244

1874

09/1875

Meg Merrilies

F180

1/10/1932

Preserved

16

2

Manawatu and Wanganui

Yorkshire

245

1874

"Soukar"

Wellington

12/1874

09/1875

Guy Mannering

F179

1894

Became Fa179

17

Yorkshire

246

1874

c. 03/1875

Talisman or Roswal

F72

7/09/1953

Sold

18

Yorkshire

247

1874

"Araby Maid"

Port Chalmers

4/12/1874

c. 03/1875

Saladin

F73

9/03/1929

--

19

Yorkshire

248

1874

04/1875

Peveril

F232

01/1957

Scrapped

20

2/06/1873

73/28

4

Waitaki to Moeraki

Yorkshire

249

1874

"Nelson"

Port Chalmers

31/12/1874

c. 03/1875

Roswal or Talisman

F74

06/1957

---

21

Vulcan

735

1875

09/1875

Madge Wildfire

F246

18/03/1930

---

22

Vulcan

736

1875

09/1875

MacCallum Mhor

F248

07/1930

Sold

23

10/10/1874

73/11

3

Waikato

Vulcan

737

1875

"Lutterworth"

Auckland

26/07/1875

09/1875

Jeanie Deans

F247

1892

Became Fa247

24

1 of 4

Manawatu to Wanganui

Avonside

1084

1875

?

Auckland

by July 1876

08/1876

Helen McGregor

F181

24/03/1931

---

25

Avonside

1085

1875

c. 09/1876

Bothwell?

F80

21/11/1931

Sold

26

2 of 6

Christchurch to Moeraki

Avonside

1088

1875

"Desdemona"

Lyttelton

6/08/1876

10/09/1876

F75

1925

Sold

27

Avonside

1086

1875

09/1876

F224

18/03/1930

--

28

2

Kaipara to Auckland

Avonside

1089

1875

"Fernglen"

Wellington

27/04/1876

09/1876

Diana Vernon

F225

09/1935

Sold

29

Avonside

1090

1876

04/08/1876

Nigel

F40

7/09/1934

Sold

30

Avonside

1091

1876

"Orpheus"

Port Chalmers

20/06/1876

1/09/1876

Pirate?

F44

01/1957

31

3 of 5

Dunedin to Invercargill

Avonside

1093

1876

?

Port Chalmers

aft Jun 1876

27/09/1876

Roderich Dhu

F19

01/1957

---

32

Avonside

1094

1876

--

F10

1893

Became Fa10

33

2 of 4

Bluff to Kingston

Avonside

1095

1876

"Anazi

Bluff

31/10/1876

--

F1

9/03/1929

---

34

Avonside

1087

1875

02/1877

F160

29/03/1928

---

35

2 of 5

Auckland to Ohaupo

Avonside

1092

1876

?

Auckland

--

02/1877

F159

20/03/1931

---

36

Avonside

1131

1876

29/12/1876

F77

29/03/1928

---

37

2 of 5

Christchurch to Moeraki

Avonside

1132

1876

"Waimate"

Lyttelton

31/10/1876

14/12/1876

F76

19/11/1930

---

38

Avonside

1133

1876

--

F8

01/1957

---

39

2 of 4

Bluff to Kingston

Avonside

1134

1876

"Avona"?

Bluff

12/02/1877

--

F7

9/03/1929

---

40

Avonside

1135

1876

03/1877

Dougal or Black Dwarf

F183

13/04/1932

---

41

2 of 4

Manawatu to Wanganui

Avonside

1136

1876

"Ocean Mail"?

Wellington

13/22/1876

03/1877

Black Dwarf or Dougal

F182

1893

Became Fa182

42

Avonside

1138

1876

1/04/1877

F78

10/1954

---

43

2 of 6

Christchurch to Moeraki

Avonside

1139

1876

09/04/1877

F79

20/03/1931

---

44

Avonside

1137

1876

"Waitara"

Bluff

4/01/1877

--

F9

1943

Sold

45

2 of 5

Dunedin to Invercargill

Avonside

1141

1876

"Fernglen"

Bluff

23/04/1877

--

F2

02/1954

Sold

46

Avonside

1140

1876

?

Port Chalmers

c. 01/1877

--

F41

1893

Became Fa41

47

Avonside

1142

1876

09/06/1877

F151

15/11/1933

---

48

3 of 5

Auckland to Ohaupo

Avonside

1143

1876

"Maron Blantyre"

Port Chalmers

16/05/1877

--

F43

06/1953

Sold

49

25/09/1874

74/55

1 of 4

Manawatu to Wanganui

Avonside

1144

1876

"Wanlock"

Port Chalmers

22/07/1877

7/09/1877

F45

15/11/1933

---

50

Neilson

2409

1878

5/06/1879

F39

06/1957

---

51

Neilson

2410

1878

1/09/1879

F21

21/07/1932

---

52

3

Otautau to Nightcaps Rly

Neilson

2412

1878

"Westland"

Port Chalmers

20/05/1879

7/08/1879

F20

06/1957

---

53

Neilson

2411

1878

--

F20

23/12/1929

---

54

NZ Loan &

2

Waimea Plains Rly

Neilson

2414

1878

--

F23

20/03/1931

---

55

17/09/1878

Mercantile

1

Duntroon & Hakataramea Rly

Neilson

2413

1878

"Otago"?

Port Chalmers

18/06/1879

--

F113

3/1941

Sold

56

Dubs

1169

1878

03/1879

F226

1892

Became Fa226

57

Dubs

1170

1878

--

F227

20/04/1932

---

58

Dubs

1171

1878

F185

11/1933

Sold,Preserved

59

Dubs

1172

1878

--

F146

03/1937

---

60

Dubs

1173

1878

--

F152

02/1954

Sold

61

1

Waimate Railway Co

Dubs

1233

1879

Lyttelton

---

F111

18/07/1934

Sold,Preserved

62

Dubs

1362

1880

07/1881

F249

29/11/1932

---

63

Dubs

1363

1880

09/1881

F162

20/05/1932

---

64

Dubs

1364

1880

07/1881

F230

3/02/1932

Sold,Preserved

65

Dubs

1365

1880

04/1882

F228

11/1935

---

66

Dubs

1366

1880

08/1881

F251

1892

Became Fa251

67

Dubs

1367

1880

07/1881

F163

10/10/1964

Preserved

68

Dubs

1368

1880

07/1881

F250

1892

Became Fa250

69

Dubs

1369

1880

07/1881

F229

14/03/1931

---

70

Dubs

1372

1880

19/02/1881

F184

3/11/1933

Sold

71

Dubs

1371

1880

10/1882

F150

01/1958

Sold, Preserved

72

Dubs

1370

1880

5/02/1883

F154

10/1929

Sold

73

Dubs

1886

1884

11/1884

F254

02/1944

---

74

Dubs

1884

1884

04/1885

F252

24/03/1931

---

75

NZ Agency

Thames Valley & Rotorua

Dubs

1885

1884

05/1885

F253

26/10/1933

---

76

Company

4

Railway

Dubs

1887

1884

05/1885

F255

09/1934

---

77

Stephenson

2593

1885

11/1884

F233

04/1936

Sold, Preserved

78

Stephenson

2595

1885

08/1886

F223

3/1/1932

---

79

Westport Harbour Board

Stephenson

2594

1885

06/1893

F166

27/07/1909

Sold

79

Westport Harbour Board

Stephenson

2594

1885

05/1922

F839

1930

Sold

80

Westport Harbour Board

Stepenson

2596

1885

--

F841

1930

Sold

81

Hungerford & McKay(GHB)

Stephenson

2597

1885

03/1898

F277

01/1957

Dumped(Omoto)

82

Stepenson

2598

1886

16/10/1886

F155

22/05/1933

Sold

83

Stepenson

2599

1886

11/1886

F256

05/1953

---

84

Stepenson

2600

1886

12/1886

F841

1930

Sold

85

Westport Harbour Board

Stephenson

2611

1886

05/1897

F5

01/1957

Dumped(Omoto)

86

Westport Harbour Board

Vulcan

1180

1887

--

F840

6/06/1927

Sold

87

Vulcan

1181

1887

17/09/1887

F156

09/1937

--

88

1

Kaihu Valley Railway

Neilson

3751

1887

1/01/1893

F216

20/04/1932

---

Data based on 1890 Locomotive Number

Because most references to locomotives are by their 1890 (or later) number, this table lists all F class locomotives in that order but cross-references any other numbers the locomotives were known by prior to 1890. The value in the first column (Sequence) matches the value in the first column of the previous table (Count). For ease of use, the 1890-number column appears twice, on the left hand side as column 2, and in the middle of the table following the earlier date number series, both have been highlighted.

'F' class locomotive Data sorted on their 1890 №

MANUFACTURE

WORKING LIFE

Sequ-

1890

Maker

Entered

Road

S.I.1877

N.I.1877

1882

1890

Date

Written

ence

Loco No

Maker

No

Year

Service

Location

Locomotive Name

No

Loco No

Loco No

Loco No

Loco No

Re-boiler

Workshop

Off

Post NZR

Notes

1

F1

Avonside

1095

1876

--

Invercargill

1(O)

O1

F1

9/03/1929

45

F2

Avonside

1141

1876

--

Invercargill

2(O)

O2

F2

03/1954

Sold

Charming Creek Coal Co

73

F5

Stephenson

2611

1886

05/1897

Westport

F5

01/1957

74

F7

Avonside

1134

1876

--

Invercargill

7(O)

O7

F7

9/03/1929

Ex Westport Harbour Bd

84

F8

Avonside

1133

1876

--

Invercargill

8(O)

O8

F8

01/1957

74

F9

Avonside

1137

1876

--

Invercargill

9(O)

O9

F9

1943

2

F10

Avonside

1094

1876

--

Invercargill

10(O)

O10

F10

1893

Converted to Fa10

3

F11

Neilson

1691

1872

1/05/1873

Invercargill

4(O)

F11

F11

4/07/1932

6

F12

Yorkshire

241

1874

--

Invercargill

14(O)

F12

F12

06/1957

7

F13

Neilson

1692

1872

20/12/1873

Invercargill

"Edi Ochiltree"

8(O)

F36(O)

F13

10/10/1964

Sold, Preserved

renamed "Peveril" (1958)

30

F19

Avonside

1093

1876

--

Invercargill

"Roderich Dhu"?

32(O)

O19

F19

01/1957

32

F20

Neilson

2412

1878

7/08/1879

Dunedin

F20

06/1957

33

F21

Neilson

2410

1878

1/09/1879

Dunedin

F21

21/07/1932

66

F37

Neilson

1842

1873

07/1874

Dunedin

"Rob Roy"

F37

01/1957

Sold to PWD

Renumbered 503

67

F38

Neilson

1841

1873

01/07/1874

Invercargill

"Waverley"

11(O)

F38

F38

1/08/1932

68

F39

Neilson

2409

1878

5/06/1879

Dunedin

O39

F39

06/1957

69

F40

Avonside

1090

1876

4/08/1876

Dunedin

"Nigel"

O40

F40

7/09/1934

72

F41

Avonside

1140

1876

--

Dunedin

O41

F41

1893

Converted to Fa41

71

F43

Avonside

1143

1876

--

Dunedin

O43(O)

F43

06/1953

70

F44

Avonside

1091

1876

1/09/1876

Dunedin

"Pirate"?

O36(O)

F44

01/1957

75

F45

Avonside

1144

1876

7/09/1877

Dunedin

O45(O)

F45

15/11/1933

76

F72

Yorkshire

246

1874

c. 03/1875

Oamaru

"Talisman" or "Roswal"

19(O)

F72

F72

7/09/1953

77

F73

Yorkshire

247

1874

c. 03/1875

Oamaru

"Saladin"

20(O)

F73

F73

9/03/1929

78

F74

Yorkshire

249

1874

c. 03/1875

Oamaru

"Roswal" or "Talisman"

F74

F74

06/1957

79

F75

Avonside

1088

1875

10/09/1876

Christchurch

F75

F75

1925

Sold

Stuart & Chapman, Ross

80

F76

Avonside

1133

1876

14/12/1876

Christchurch

F76

F76

19/11/1930

81

F77

Avonside

1131

1876

29/12/1876

Christchurch

F77

F77

5/07/1932

82

F78

Avonside

1138

1876

1/04/1877

Christchurch

F78

F78

10/1954

83

F79

Avonside

1139

1876

9/04/1877

Christchurch

F79

F79

20/03/1931

85

F80

Avonside

1085

1875

c. 09/1876

Dunedin

"Bothwell"?

O80

F80

21/11/1931

4

F111

Dubs

1233

1879

--

Waimate

F111

F111

18/07/1934

Ex Waimate Rly Co

5

F113

Neilson

2413

1878

--

Dunedin

F113

F113

03/1941

8

F146

Dubs

1233

1879

--

F98

F146

03/1937

9

F150

Dubs

1371

1880

10/1882

F150

01/1958

Sold, Preserved

10

F151

Avonside

1142

1876

9/06/1877

O42

F2 (Gry)

F151

15/11/1933

11

F152

Dubs

1173

1878

--

F152

02/1954

Sold

12

F154

Dubs

1370

1880

5/05/1883

F154

10/1929

Sold

13

F155

Stephenson

2598

1886

16/10/1886

F155

22/05/1933

Sold

14

F156

Vulcan

1181

1887

17/09/1887

F156

09/1937

Sold

15

F157

Yorkshire

243

1874

--

Invercargill

F14

F157

1895

Converted to Fa157

16

F159

Avonside

1092

1876

02/1877

F67

F159

20/03/1931

16

F160

Avonside

1087

1876

02/1877

F68

F160

29/03/1928

17

F162

Dubs

1363

1880

09/1881

F162

20/05/1932

18

F163

Dubs

1367

1880

07/1881

F163

10/10/1964

Preserved