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 design (and that of other rolling stock), 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 a recommendation he had given and used Mr Hemans to do the design check. That recommendation came with the comment that he had served the Canterbury Provincial Railways very well, in the same capacity.
Suppliers
The initial order was for two engines, increased to three, three months later, clearly after tenders were called for the first two 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 challenging. Compounding the these difficulties 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 16 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 their 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, they 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.
| 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 | Fa244 | 35/95 | Newmarket | 1905 | Fb244 | 1905 | Fa244 |
| 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 a 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
| 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. Previously "Clutha" |
| 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 | ||
| Peveril | F13 | Neilson | 1692 | 1872 | Otago | 20/12/1873 | 10/10/1964 | Preserved | Re-named (after scrapping of F248) for Railway Centennial. Originally "Edi Ochiltree" |
| 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 Bought and Sold in New Zealand
A Number of F class locomotives were imported by Agents for 'District Railways' under the 1878 District Railways Act. These all eventually came under NZR ownership when those particular railways were purchased by the Government. Also, with the general versatility of the F class locomotives, they were often acquired by industrial enterprises ranging from sawmills to freezing works to Collieries when NZR was happy to sell them before their total end of life. A significant number of these went on to become heritage locomotives, saved from scrapping at a time when most old locomotives had already been scrapped. The following table lists those locomotives that had were acquired by NZR or given a second life after their work with NZR was completed.
THIS TABLE STILL NEEDS TO BE UPDATED!
| 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 | |
| F841 | 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.
| 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
| 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.
| 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 | |||||||||
| 19 | F163 | Dubs | 1367 | 1880 | 07/1881 | F163 | 10/10/1964 | Preserved | |||||||||
| 20 | F164 | Yorkshire | 239 | 1874 | 11/1874 | "Lady of the Lake" | F3 | F55 | F163 | 24/03/1931 | |||||||
| 21 | F166 | Stephenson | 2594 | 1885 | 06/1893 | F166 | 27/07/1909 | bought from,sold to | Westport Harbour Board | ||||||||
| 05/1927 | F839 | 1930 | bought from | Westport Harbour Board | |||||||||||||
| 22 | F179 | Yorkshire | 245 | 1874 | 09/1875 | "Guy Mannering" | F21 | F179 | 1894 | Converted to Fa179 | |||||||
| 23 | F180 | Yorkshire | 244 | 1874 | 09/1875 | "Meg Merrilies" | F22 | F180 | 1/10/1932 | Preserved | |||||||
| 24 | F181 | Avonside | 1084 | 1875 | 08/1876 | "Helen McGregor" | F27 | F23 | F181 | 24/03/1931 | |||||||
| 25 | F182 | Avonside | 1087 | 1876 | 02/1877 | "Black Dwarf"or"Dougal" | F28 | F24 | F182 | 1893 | Converted to Fa182 | ||||||
| 26 | F183 | Avonside | 1087 | 1876 | 02/1877 | "Dougal"or"Black Dwarf" | F29 | F25 | F183 | 13/04/1932 | |||||||
| 27 | F184 | Dubs | 1372 | 1880 | 19/02/1881 | F184 | 3/11/1933 | Sold | |||||||||
| 28 | F185 | Dubs | 1171 | 1878 | 16/05/1879 | F163 | 11/1933 | Sold,Preserved | |||||||||
| 29 | F186 | Yorkshire | 242 | 1874 | -- | 15 | 13 | F28 | F186 | 1895 | Converted to Fa186 | ||||||
| 34 | F216 | Neilson | 3751 | 1888 | F113 | F216 | 20/04/1932 | Ex Kaihu Valley Rly | |||||||||
| 35 | F216 | Stephenson | 2595 | 1885 | 08/1886 | F14 | F216 | 03/02/1932 | |||||||||
| 36 | F224 | Avonside | 1086 | 1875 | 09/1876 | F18/19 | F41(Nap) | F224 | 20/03/1931 | ||||||||
| 37 | F225 | Avonside | 1089 | 1875 | 09/1876 | "Diana Vernon" | F19/18 | F42(Nap) | F225 | 09/1935 | Sold | ||||||
| 38 | F226 | Dubs | 1169 | 1878 | 03/1879 | F226 | 1892 | Converted to Fa226 | |||||||||
| 39 | F227 | Dubs | 1170 | 1878 | 04/1879 | F227 | 20/04/1932 | ||||||||||
| 40 | F228 | Dubs | 1365 | 1880 | 04/1881 | F228 | 11/1932 | Sold | |||||||||
| 41 | F229 | Dubs | 1369 | 1880 | 07/1881 | F229 | 14/03/1931 | ||||||||||
| 42 | F23 | Neilson | 2414 | 1878 | F113 | F23 | 20/03/1931 | ||||||||||
| 43 | F230 | Dubs | 1364 | 1880 | 07/1881 | F230 | 3/02/1932 | Sold, Preserved | |||||||||
| 44 | F231 | Black Hawthorn | 277 | 1873 | "Dandi Dinmomt" | 12 | F34 | F48 | F231 | 11/1931 | |||||||
| 45 | F232 | Yorkshire | 248 | 1874 | 04/1875 | "Peveril" | 17 | F35 | F49 | F232 | 01/1957 | Scrapped at Linwood | |||||
| 46 | F233 | Stephenson | 2593 | 1885 | 9/08/1886 | F233 | 04/1936 | Sold, Preserved | |||||||||
| 47 | F24 | Neilson | 2411 | 1878 | -- | F113 | F24 | 23/12/1929 | |||||||||
| 48 | F241 | Neilson | 1706 | 1872 | 14/04/1873 | "Ivanhoe" | F112 | F241 | 03/1927 | ||||||||
| 49 | F242 | Stephenson | 2086 | 1873 | 12/1873 | Auckland | "Ada" | F242 | 1892 | Converted to Fa242 | |||||||
| 50 | F243 | Stephenson | 2085 | 1873 | 01/1874 | Auckland | "Flora McIvor" | F53 | F243 | 24/07/1930 | |||||||
| 51 | F244 | Stephenson | 2087 | 1873 | 01/1874 | Auckland | "Marmion" | F54 | F244 | 1895 | Converted to Fa244 | ||||||
| 52 | F245 | Yorkshire | 240 | 1874 | 11/1874 | "Lord of the Isles" | F56 | F245 | 04/1935 | ||||||||
| 53 | F246 | Vulcan | 735 | 1875 | 09/1875 | "Madge Wildfire" | F57 | F246 | 18/03/1930 | Sold | |||||||
| 54 | F247 | Vulcan | 737 | 1875 | 09/1875 | "Jeanie Deans" | F8 | F58 | F247 | 1892 | Converted to Fa247 | ||||||
| 55 | F248 | Vulcan | 736 | 1875 | 09/1875 | "MacCallum Mhor" | F59 | F248 | 07/1930 | Sold | |||||||
| 56 | F249 | Dubs | 1362 | 1880 | 07/1881 | F249 | 29/11/1932 | ||||||||||
| 57 | F250 | Dubs | 1368 | 1880 | 07/1881 | F250 | 1892 | Converted to Fa250 | |||||||||
| 58 | F251 | Dubs | 1366 | 1880 | 08/1881 | F251 | 1892 | Converted to Fa251 | |||||||||
| 59 | F252 | Dubs | 1884 | 1884 | 04/1885 | Auckland | F66 | F252 | 24/03/1931 | ||||||||
| 60 | F253 | Dubs | 1885 | 1884 | 05/1885 | Auckland | F69 | F253 | 26/10/1933 | ||||||||
| 61 | F254 | Dubs | 1886 | 1884 | 11/1884 | Auckland | F65 | F254 | 02/1944 | ||||||||
| 62 | F255 | Dubs | 1887 | 1884 | 05/1885 | Auckland | F70 | F255 | 09/1934 | ||||||||
| 46 | F256 | Stephenson | 2599 | 1886 | 11/1886 | F256 | 05/19533 | ||||||||||
| 46 | F257 | Stephenson | 2600 | 1886 | 12/1886 | F257 | 30/06/1953 | ||||||||||
| 65 | F277 | Stephenson | 2597 | 1886 | 03/1898 | F277 | 01/1957 | Dumped(Omoto) | |||||||||
| 86 | F840 | Vulcan | 1180 | 1887 | -- | F840 | 06/06/1927 | Sold | |||||||||
| 87 | F841 | Stephenson | 2596 | 1885 | -- | F841 | 1930 | Sold | |||||||||