Wellington & Manawatu 2-6-2 Locomotives in New_Zealand

Class 1/Wh (Locobase 5194)

Data from John Garner's comprehensive site at [] . (first accessed October 2002); and Charles Rous-Marten, "The New Zealand Railways 3 ft 6 in Gauge-Their Progress and Results for 1884-Their Locomotive Practice, and New Departures in that Department", No 24575, English Mechanic and World of Science, No. 1,063 (7 August 1885), pp. 499-500. See also the Wikipedia entry "NZR WH class" at [], last accessed 2 May 2021; and , [], last accessed 2 May 2021. Works numbers were 920-924 in 1884.

Ordered in 1883 as the W&M's first locomotives, the class arrived in October 1884 and January 1885. Wikipedia points out the timeliness of the deliveries, noting that the W&M's extension to Johnsonville was ready for construction. Service requirements called for an engine to haul 70 tons up the 1 in 40 (2 1/2%) grade to Johnsonville. Two in tandem could be used to Johnsonville (about 6.7 miles/10.8 km), with only one proceeding to Paekakariki 19 miles (30.6 km) up the west coast of North Island. (Garner reports that some trains were triple-headed.)

Charles Rous-Martens, only just beginning his long career as locomotive observer, reported from New Zealand that the engines were "doing exceedingly well, and are likely to prove one of the most useful classes we have out here. I had a run with one a few days ago, and found it showing excellent results."

Finding that the Manning Wardle engines steamed poorly on the local coal, the shops extended the smokebox. The modification, says Wikipedia, " improved their performance, if not their appearance." (Locobase wonders if unfamiliarity with Walschaert's outside constant-lead radial valve gear may have contributed to the initially poor running.)

In 1901, Timaru Harbour Board bought the 3 and 5. Timaru lies below Christchurch on the South Island's east coast and 590 km (367 miles) south of Wellington.

A photograph on the National Library's webpage shows the 4 in 1906, its polished brass steam dome gleaming brightly and overshadowing the capped sand dome ahead of it.

Along with the 1 and 2, the 4 joined the New Zealand Government Railways stud as 447-449 in 1908.

Class 18 (Locobase 11512)

Data from Baldwin Locomotive Works Specification for Engines, 1903, as digitized by the DeGolyer Library of Southern Methodist University Vol 26, p. 212.

Locobase 4967 shows the earlier of the 2 Prairies that would be grouped under class Nc in later years. The current entry shows the later, slightly larger (in boiler) and smaller (in grate) member of the pair.

Class 6/V (Locobase 20882)

Data from John Garner's comprehensive site at [] ... (October 2002). Works numbers were 282-284 in 1885.

Writing before their delivery, Rous-Marten described the Vs as a "powerful combination" of the J and K (Locobase 1108) classes. He noted the K class 2-4-2T as the inspiration, but enlarged by fitting a middle, unflanged set of drivers. He praised the choice of an English builder who would deliver "a general English construction as to material and exterior ...preferred, owing to its superiority, chiefly as regards the materials used for the tubes, fireboxes, and wheels."

Delivered the same year as this builder's P-class 2-8-0s (Locobase 1109), these Prairies used the same cylinder, boiler, and firebox dimensions. Garner wrote they were delivered late and were overweight by over 12,000 lb (5,443 kg). The NZGR refused delivery and ordered ten N-class 2-6-2s from Baldwin in December 1884 (Locobase 4959).

V-class engines trickled onto the NZGR from 1885 to 1890 as over the next few years, the builder trimmed much of the overage. Apparently, this surgery created a weak section of frame just behind the cylinders.

Regardless of any shortcoming, the class remained in service into the 1920s with the first withdrawn in 1925 and the last in the early 1930s. After a unfruitful attempt by Tony Bachelor to restore V class locomotives recovered in 1999, the Lumsden Heritage Trust sought to recover the V 126-V 127, which had been dumped at the junction of the Mararoa and Waiau Rivers in 1927.

extracted V 127 from the Oreti River after a six-year program. V 126 emerged on 26 February 2020 using improved techniques.

Class N (Locobase 4965)

Data from [] accessed in January 2002 and the from Baldwin Locomotive Works Specification for Engines, as digitized by the DeGolyer Library of Southern Methodist University, Volume 17, p. 59. See also History of WMR No. 9" on the Wellington & Manawatu Railway Trust website, at [], last accessed 2 May 2021. Works numbers were 12104 and 12106 in August 1891.

WMR Trust's website account reports that the W&M ordered these two Prairies from Philadelphia, USA's Baldwin after buying its first eight engines from Britain, "in keeping with patriotic colonial expectations of the time." Sentiment gave way to operational experience, reports the account: "The Baldwin engines surpassed all expectations, and the railway never looked back ...The new engines soon proved to be favourites, not only were they more powerful than their English sisters, but they rode better and could run faster."

In sum, "For the remainder of the company's existence, all of its locomotives would be supplied by Baldwin."

Similar to the earlier NZGR N-class, these two were grouped under that class designation (454-455) when the WMR was absorbed in 1908. In 1892, #10 set the then world record for speed on the Cape Gauge. WMR Trust's account of the event in ancolorful and unmistakeably proud account:

"After negotiating the hilly Wellington - Paekakariki section, No. 10 rapidly picked up the pace as she rolled onto the Manawatu Plains. The loco ran freely at speeds of fifty to fifty-five m.p.h. hitting sixty-one m.p.h. when descending the 1 in 100 grade Koputaroa bank. Accelerating away from Koputaroa, No. 10 was in her element as she crossed the Makerua swamp, where she ran fifteen miles in fifteen minutes, hitting a top speed of 64.4 m.p.h. (103.6 km/h) - setting the world speed record for narrow gauge (3 feet, 6 inches) railways"

Several years after the NZGR took over the W&M stud in 1908 and renumbered 9 and 10 as 453-454, the railway transferred the pair to South Island's west coast. "Here the N's took charge of the mail trains between Greymouth and Otira", notes WMR Trust, "where their speed made them ideal for the purpose."

They continued in service until November 1926 (453) and March 1928 (454). Lack of sentiment once again exposed itself at the end of 454's career as the holder of the then still-standing record holder was dumped into the Waimakariri river.

Redemption of a sort came beginning in 2003 when some bits of the 453 (ex-9) were recovered from the Bealey River: In summary, the parts of No.9 recovered from the Bealey River site were:

Engine frames and cylinders, with most of the compensating gear still attached, along with rocker boxes and brake arms

Leading and trailing engine trucks, minus wheelsets, springs, keep plates and radius bars

Tender frame (complete with brake rigging) and tender body

Leading and trailing tender trucks, minus wheelsets, springs and keep plates.

In addition,

Four 2' 6" diameter wheelsets from a pair of Baldwin 'Aa' class locomotive tender bogies were purchased from Main Line Steam. These wheelsets are identical to those originally fitted to No. 9.

A set of driving wheelsets and axle boxes from V class 2-6-2 No. 136. These wheelsets have the same diameter, crank pin position and number of spokes (12) as the N class. They were obtained when it became apparent that a collection of V parts was being cut up for scrap, and may be used in No. 9's restoration, although this will require some modifications including the replacement of the main driver counter weights.

Many smaller fittings have been donated by generous donors. These include Westinghouse air brake fittings, boiler fittings, and a pair of original Baldwin traversing jacks, identical to those which No.9 would have carried.

Class Na (Locobase 4966)

Data from [] accessed in January 2002 and from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 19, p. 76. See also "Class Na 2-6-2" on John Garner's New Zealand website. Works numbers were 13913 in January 1894 and 15054 in September 1896.

Compound Prairies were an unusual combination, but the WMR bought a few of Vauclain's variant (both cylinders driving a common crosshead). Garner reported that the engine "proved a good performer and showed a 'marked saving in steam' when compared with a simple locomotive."

This pair were given the Na class designation (459-460) when the WMR was absorbed in 1908 and remained in service until March and July 1929, respectively.

Class Nc (Locobase 4967)

Data from [] accessed in January 2002 and from Baldwin Locomotive Works Specification for Engines as digitized by the DeGolyer Library of Southern Methodist University Volume 24, p. 123. Works numbers were 19797 in November 1901, 23594 in January 1904.

Third of 4 Vauclain compound Prairies for the WMR but equipped with a larger boiler and considerably larger grates. #18 came a few years later and was still larger; see Locobase 11512.

This pair became the Nc class (461-462) when the WMR was absorbed in 1908. 461 was withdrawn in March 1931, 2 1/2 years after 462 (September 1928)..