New Zealand Railway Observer Articles 1952

THE NEW ZEALAND

RAILWAY OBSERVER

VOLUME 9   –   1952

THE NEW ZEALAND
RAILWAY AND LOCOMOTIVE SOCIETY.

Hawkes Bay. – This note, though getting old (it has been squeezed out of issue after issue), is of such interest that it should not go unrecorded. On 19/7/51, a most unusual locomotive working from Gisborne to Napier was noted. Class “Ds” diesel locomotive No. 205, which had been on loan to Gisborne from its usual Hastings haunts, was used to work a small quantity of tonnage south when on its return journey. It left Gisborne at 6.40 a.m. and reached Napier, 131.7 miles, after several fairly lengthy stops, at 4.8 p.m. Because this class of engine is not fitted with air brake equipment, both train load and speed were considerably restricted.

Napier. – Taumarunui “Aa” 653 and Palmerston North “Aa” 657, two of the North Island’s Baldwin Pacifics, recently underwent light overhaul at Napier. 653 was still there on 17/4/52, writes Mr. R. Hepburn, but we understand she has since returned to her usual Main Trunk haunts.

Locomotives noted at Napier on 16/3/52 included “Aa” 4-6-2s 653 and 657 under repair; “Ab” 4-6-2s 665/710/736/740/834; “Aa’s” 648/651; “Bb” 4-8-0 169; “Ww” 4-6-4T’s 480/481/679;. and “X” 4-8-2s 594/596. (M. Botten).

Napier Harbour Board. – On 16/3/52 Mr M. Botten noted the Napier Harbour Board’s engine No. 6, a small Fowler tank locomotive, resting on blocks and undergoing a complete overhaul.

FORTY YEARS BACK

Recollections of the Napier Line : 1907-1915

By A.A. Boult

In November, 1907, I was transferred from Auckland to Napier, and the seven and a half years I spent there were, on the whole, the happiest of my railway life. I was in charge of both the Workshop Foreman’s and the Locomotive Foreman’s offices spending the mornings in the former and the afternoons in the latter. For about three years I was alone, but on account of increasing work I was then given a cadet to assist me.

In those days Napier was an almost ideal place for a railwayman. The 94 miles between there and Woodville had no tunnels or severe grades, and from a train-running point of view this was decidedly attractive. The only exception to these ideal conditions was that the Dannevirke men had to work between their home depot and Palmerston North, through the Manawatu Gorge.

Apart from the main depot at Napier there were sub-depots at Hastings, Waipukurau, and Dannevirke. In the early stages of my sojourn we had two gangs at Woodville (Harry Moomas and Mick Travers were the drivers), but apart from these, Woodville came under the control of the Locomotive Foreman at Cross Creek, who later took over the whole of the staff.

Napier Workshops were quite busy in those days; all local engines, and some others, went there for repairs and overhauls, and when I left in 1915 the staff had increased to about 110. The Foreman was the late Mr. F. A. Laurie who, even if one did not agree with all his ideas, was a most kindly and considerate man to his office staff. How distinctly I remember his first words to me: “Well, old man” (a favourite expression of his) “I am in charge of the shop and you are in charge of the office. Don’t interfere with my job and I won’t interfere with yours.” He had the most implicit faith in his office staff and deserved all the effort one made for him.

Later, Mr. Laurie was replaced by Mr. W. H. Johnston, who at the time of writing was happily still living, at a good old age, in the Hutt Valley. One of the most efficient and energetic of men, Mr. Johnston was of sterling character and personality, and upon promotion to Foreman, and later Manager, he soon made his mark.

On my arrival at Napier Mr. Robert Maxwell was Locomotive Foreman, but after three weeks he was transferred to Palmerston North and Mr. Harry Davis was appointed in his place. The latter was still in charge when I left. Mr. Davis, an old Hawkes Bay man (I think never out of the district), was a good example of the type of settler who came to New Zealand in the early days to seek a fortune. Like many of his kind he had had very little advantage in the way of education, but with a good seasoning of natural ability he had overcome this and very soon was handling his own correspondence and making himself at home in the office. My association with him was very pleasant, and it was with great regret that, on visiting Napier about 1930, I found him – as he himself said – at about the end of the road. He died shortly afterwards.

About three years after I arrived at Napier, a “Senior

August-September, 1952   77

78   The N.Z. Railway Observer

Enginedriver” (later designated Depot Chargeman) was appointed. During my time three men held this position, viz. Alex Mackie (from Dunedin), “Tim” Gardiner and Andrew Hodge (from Wanganui), Alex Mackie was a big, broad-chested man, whose fine tenor voice was a great acquisition to the choir of the Baptist Church. He went to Wellington for some years and later to Wanganui where, most unhappily, he died on the verge of retirement. Tim Gardiner was a quiet genial type and Andrew Hodge was a careful and conscientious Scot of the old school, methodical in all his ways. Incidentally, I believe Tim Gardiner was one of the men involved in the famous Rakaia accident of many years ago.*

The engines at Napier were the usual collection of those days, comprising classes “D” (2-4-0T), “F” (0-6-OT), “J” (2-6-0), “L” (4-4-2T), “M” (2-4-4T), “N” (2-6-2) and “O” (2-8-0). “N” 27 was the one and only Vauclain compound which, apart from the Wellington-Manawatu engines taken over in 1908, the Government Railways ever possessed. She was converted from two to four cylinders at Addington, but was never considered a success. However, Mick McGrath took her over and ran her for a number of years. The last I remember of her was when she was transferred to Frankton Junction in the 1920’s. When converted, she was reboilered with a Belpaire firebox (180 lb. pressure) and looked really well.

When I arrived at Napier the old arrangement of Napier gangs going right through to Cross Creek and back to Masterton one day, and vice versa the next, had been discontinued and the men went to Woodville and back in the one day. The oldest set of mail drivers I remember were Mick McGrath (“N” 27), Harry Davis (“N” 37) and Bob Durrant (“N” 42). Bob Durrant died suddenly one night in 1908, after bringing his train into Napier, and his engine was taken over by Llewellyn Scott. On Harry Davis’ promotion; “N” 37 was taken over by Fred Colbert (still living in Napier).

The load for the “N” engines was seven cars and a van, and when a bigger train was put on I have seen it taken by two “M’s”, which were facetiously called the “Pullets”. Soon, however, the need for more powerful engines became very pressing. Mr. Richardson (Locomotive Engineer) had ideas of sending up the two ex-Manawatu “Nc’s”, and Mr. Bowles spoke of the 200-lb. pressure “N’s” from Auckland. Finally, however, the two ex-Manawatu “Ud” 4-6-0s (464 and 465) were sent up, and the mail train load could be increased to ten total without assistance. Then, about 1912, two “Ad” compounds (now class “A”) were sent along and the “Ud’s” were taken away. The “Ad’s” (585 and 600) could handle eleven total and did the job for a number of years until the advent of the more powerful “Ab’s”.

Another improvement during my time was the acquisition of the two ex-Manawatu “Ob” (2-8-0) engines from Wellington. I remember Alex Mackie telling me we had got two of their best; he said that, at a pinch, they could tackle any job. In their day they were certainly appreciated at Napier, as the mixed and goods train work was getting tough for the old “J’s” and “Os”. It would be hard to imagine two sister engines more dissimilar. Both had been reboilered – 455 with a round-top firebox and a long ugly funnel, and 456 with a Belpaire firebox and a shorter funnel; the latter was a really fine-looking engine. The “Bb”

*Michael Gardiner was the name of the driver of the leading engine of an excursion train from Ashburton standing at Rakaia on March 11, 1899, when it was run into in the rear by a second excursion train which failed to stop at the signal. – Editor, “NZRO”.

August-September, 1952 79

engines came to Napier after I left.

The senior enginedrivers were Harry McKenzie (and later Jack Hislop) at Hastings, Jim Lindsay (and later Dave McMurchie) at Waipukurau, and Bill (“Buttons”) Burtenshaw at Dannevirke. Jim Lindsay and Bill Burtenshaw were two particularly fine men, and I was very sorry when I heard that Jim died soon after retirement. A later addition to the Napier staff was Bob Telfer, who was outstanding both as a man and as a driver. I think he died in harness.

During my time in Napier an extraordinary accident occurred about four o’clock one dull winter’s afternoon. Alex Mackie and I were in the office – Mr. Davis being up the line – when there was a terrific crash in the shed and a roar of escaping steam. We rushed out and found a chaotic scene. An “F” engine had careered into the shed, crashed into and mounted the front buffer of “N” 42, and the wheels of the “F” were spinning at a furious rate. The tender of the “N” had mounted a concrete step and knocked the washout boiler off its foundations, and the boiler was pouring out steam until the shed was almost obscured. Alex got up into the cab of the “F” and found the regulator full open. On shutting off steam and drawing the fire of the washout boiler things quietened down. It was then found that a young acting-fireman had been left alone on the “F” and had tried to make a fly-shunt alone. However, instead of closing the regulator when nearing the points, he pulled it full open and jumped off. Of course the engine did the rest.

Then there was the store raid. Tim Gardiner was most indignant when I told him that he was obviously losing stock. Were there not three locks (rim, Yale and pad) on the door, he said, and did I think he let out material without booking it up, etc? However, I persisted, and finally told Tim to set some “marks” one night. Under protest he did so, but got the shock of his life next morning to find that the store had indisputably been entered – three locks notwithstanding. Result was that a watch was set, and on the third night the culprits were caught in the act and three were dismissed. It appeared that some bright cleaner somehow had got hold of the three keys and manufactured duplicates. Leaving out the moral aspect of the story, it was a smart performance and worthy of a better cause.

Another incident which comes to mind is that which occurred one hot summer day when Donald Munro of Dannevirke and Bob Turkington were on their homeward run and a harrier hawk flew across the front of the engine and failed to reappear. Bob worked his way along the engine and found the bird lying stunned on the front buffer. He took it back to the cab and, on arrival at Dannevirke, asked Donald what to do with it. The latter promptly suggested putting it in an empty store box and sending it to Napier. I believe that, when Tim Gardiner opened the box, the hawk had revived and was in a decidedly hostile mood. Tim’s astonishment could well be imagined.

One final incident comes to me, and it was characteristic of Llew. Scott. Llew. was a forceful and determined driver who would stick at nothing; one night he was coming up to Napier with “N” 42 on the mail train, assisted by an “M” with Fred Brown driving. The “M” broke a driving crankpin on the Waipukurau bridge. The two men got to work, uncoupled the “M” on the bridge, pushed back into Waipukurau, and shunted the disabled engine off. Llew. left Waipukurau 33 minutes late, but arrived in Napier only 14 minutes behind time. (o)

(See next page for footnote. )

80   The N.Z. Railway Observer

In 1915, with much regret, I left Napier for the Locomotive Engineer’s office at Addington. Except, perhaps, for short notes, this article concludes my writings. It has given me much pleasure to recall old times and associations, and if my recollections have given a little pleasure to the older generation, then I am well repaid.

(o) The Napier Mail’s schedule in 1908 allowed 113 minutes for the run of 43.4 miles Waipukurau to Napier, inclusive of eight stops, The maximum speed then allowed was 35 m.p.h. There was no timetable acceleration over this section until 1914 when the maximum authorised speed was raised to 45 m.p.h. on straight track and easy curves. – Ed. “NZRO”.

Hawkes Bay. – While Napier’s “Ab” 740 was undergoing overhaul at Hutt Shops, Palmerston North’s 735 was on loan to Napier. 736 was being used on the expresses between Napier and Gisborne.

Class “X” 4-8-2 594, due for overhaul, was running between Napier and Wairoa in October, and 596 was on Wairoa-Gisborne goods workings (trains 978-987).

On Saturday 11/10/52 “Ww” 490 was worked light Napier to Gisborne to replace 480 which worked back to Napier the same day. Locomotives at Wairoa over that weekend were “Ab” 710 and “Aa’s” 649 and 650; the railcars on shed were 32 “Pangatoru” and 33 “Takitimu”, both of which are fitted with Meadows diesel engines. During the same period “Ab” 735, “Bb” 109, and “Ww’s” 482 and 490 were in Gisborne shed.

Mr. R. Hepburn, who sends these notes, adds that not far from Wairoa is a tin shed about the size of a domestic garage in which is housed a PWD 0-4-0 saddle-tank No. 526, a Davenport. This locomotive was one of those used for hauling meat from Swift’s works at Wairoa to the Waikokopu wharf in the ‘twenties when the Wairoa-Waikokopu line was an isolated section of railway worked by the PWD.