The Forgotten Enginemen of the Dunedin & Port Chalmers Railway Coy., 1872-73 (Part One)

Partially Identified Men on the Footplate of Double-Fairlie 
Locomotive "Josephine" at Wickliff Terrace, Port Chalmers, 
believed taken during a trial run in Sept. 1872. 
Burton Brothers Photo.

[Source : OESA Collection, 1979]

The still extant and quite unique Dunedin & Port Chalmers Railway Company (D&PCR Coy) 145 year old double-ended Fairlie locomotive "Josephine" of 1872 now resides in pride of place in the entrance foyer of the Toitū Otago Settlers Museum here in Dunedin New Zealand. My Blog on the history of this very special and much loved locomotive can be read HERE.

But the early Enginemen of the formative D&PCR Coy., including "Josephine's" first driver and fireman, have been rather neglected. Recent contact with a family descendant of one of these men prompted me to further explore these now forgotten Enginemen. This research connected me to yet another family descendant and, as is quite often the case when I write about people, further descendants will hopefully come forward with additional information and, dare I hope, even photographs of the said people as so far we only have one identified image.

This blog is therefore an attempt to tell something of the story of these almost forgotten Enginemen or at least acknowledge their individual contribution to the railways. These men hold the great honour of having served on Otago's first 3ft 6in gauge railway then, after 1873, with the formative Otago Provincial Government Railways, and after 1876 with the New Zealand Government Railways. The three Enginemen are Messrs Amos, Thomas, and Gatwood but also including Fireman Graham. The three Enginemen appear to have all been recruited in England, coming over with "Josephine" and her sister engine "Rose" in the sailing vessel "Wave Queen" in 1872.

So, what do we know of the railway itself? A railway linking Dunedin with its port had earlier been considered when in 1864 the then Otago Provincial Engineer, Mr Swyer, costed an eight to nine mile line for the Provincial Government at around £9,500 per mile and recommended a railway rather than a "horse tramway". His objections to the latter were considered "to be quite visionary". After many amendments this proposal did not proceed.

The Line from Dunedin to Port Chalmers

[Source : "Dunedin & Port Chalmers Railway"

by Tom McGavin, NZR&L Soc. 1973]

But in October 1869 Consulting Engineer Mr J Miller F.S.A., M.P.C, and again on behalf of the Provincial Government, submitted "The Dunedin and Port Chalmers Railway Report" prepared to a new plan and costed at £7,500 per mile or just £60,000. The latter recommended the use of "Fairlie" type locomotives and various types and quantity of railway vehicles. Originally to be gauged at 4ft 8½in using 55lb rail, the gauge was later reduced to 3ft 6in to comply with the NZ Railways Act 1870 which now (and sensibly) specified a standard gauge to be used throughout New Zealand.

On the 25th January 1870 an agreement was then reached with private contractors to build the line at their expense, with the Otago Provincial Government guaranteeing a return on their investment of 8% pa. In early 1871 the promoters, now being Messrs "Proudfoot, Oliver, and Ulph", formed a private company in England called "The Dunedin and Port Chalmers Railway Company, Limited". I believe the top-hatted gentleman at centre left in the footplate photo at the top of this page to be David Proudfoot, one of the promoters.

David Proudfoot, One of the Promoters
[Source : Te Ara Govt.nz]

The Company then, as per the Provincial Government agreement, sought advice on the design and supply of the requisite locomotives and rolling stock from London based Consulting Railway Engineer, the Scottish born, Robert Francis Fairlie C.E. The "Otago Witness" of the 30th September 1871 indeed confirms that, "all the plant is being constructed under the supervision of Mr Fairlie, Inventor of the bogie engine, consulting engineer to the promoters".

The "Fairlie" engine had been designed especially for narrow gauge light railways. Already successfully in use since 1869 on the narrow gauge Ffestiniog Railway in Wales and further proven in locomotive trials in early 1871, the "famous Fairlie system" would prove admirably suited to the new 3ft 6in D&PCR Co. line. While some New Zealand railwaymen would perhaps hold a very different opinion Otago railwaymen were, as noted in a previous blog, always fiercely loyal to their unique Double-Fairlie locomotives. The quite ingenious 'double-ended' Fairlie design with two swivelling bogies, a central low firebox, and side tanks aiding traction certainly had some advantages which a conventional locomotive could not compete with.

Two locomotives of the "Fairlie" design, being named "Rose" and "Josephine", were then ordered from the "Vulcan Foundry Company" of Newton-le-Willows in Lancashire England as works numbers 636 and 637 respectively. The names were selected by Mr Richard Oliver, the Company General Manager and one of the promoters, while on a visit to England on behalf of the company. Both locomotives, being supplied in kitset form, were shipped out on the 853 ton iron clipper ship "Wave Queen", departing from Bristol England (having first called at Liverpool) on the 27th April 1872 and arriving at Port Chalmers New Zealand on the 28th August 1872 after a "fair passage" of 98 days.

The Portal of the Port Chalmers Tunnel Today.
The Key Stone is dated 1872
[From my own collection]

But prior to their arrival, and back at Port Chalmers, a contractors' "locomotive" drawing waggons was reported to have passed through the new Port Tunnel on Thursday the 27th June 1872. We then read that this "temporary" locomotive had been constructed by Messrs Easton and McGregor, Engineers of Port Chalmers, "out of a [modified English manufactured] steam crane, for the promoters of the Dunedin and Port Chalmers Railway."

The design of this decidedly "Heath Robinson" locomotive is worth relating; "They placed the boiler and machinery of a steam crane upon an ordinary waggon, to which they added a few toothed wheels to give motion to one pair of wheels which were thus converted into driving wheels; and with this novel locomotive, which would have pleased George Stephenson himself.... they have contrived to do an amount of work that would otherwise have involved a heavy cost or most vexatious delay".   

A few days later it was further reported that, "At first it worked rather stiffly but now it is in fine trim, and takes along ten tons with ease." and had, "already done good work ballasting the line and taking from the Port towards Dunedin any plant required." At a speech given in 1928, Mr W.F. Sligo Retired Railway Foreman, states that the engine "assisted in ballasting the line up to Black Jack's Point." As to performance, "Its consumption of coal for a day's work is about the price of two horses' feed". Contrary to an initial report, this was not the first "locomotive" constructed in New Zealand [link]. It was however noted that the "Wave Queen" with "the real locomotives for the line" would arrive shortly.

Accompanying the two 'Fairlie' locomotives on the "Wave Queen", along with a considerable quantity of railway plant, were the afore-mentioned George Amos, an Engineer; John Thomas, a Locomotive Driver; and Frederick Gatwood, an Assistant Engineer. All three men would play a leading role in the assembly of at least "Josephine" then the working of the two locomotives on the line before and after the official opening. Thomas Graham, an experienced railwayman, would initially be employed as a fireman.

The Port Chalmers Line emerging into the cutting having just passed
through the Port Tunnel and heading towards Blanket Bay.
[Source : Auckland War Memorial Museum Tamaki Paenga Hira]

We know that No 2 "Josephine", having been completed in a shed on the pier by Mr Amos and his team, got up steam for the very first time on Tuesday the 10th September 1872, her whistle being heard from the Port Chalmers pier at "half-past ten in the forenoon". At 5pm that same day, and with "about 30 gentlemen out of the crowd in attendance", "Josephine" made a successful trial run through the new Port Tunnel to Blanket (Sawyers) Bay and return, being accompanied by the cheers of the local populace.

The No 1 "Rose", having been fitted up by the firm of Messrs Easton & McGregor, being Engineers, Millwrights, Blacksmiths & Founderers of Port Chalmers, would be steamed for the first time the following day, being the 11th September 1872. At 3.30 pm that day she was taken on a trial trip in light steam from Port Chalmers with "Josephine" coupled on at front as lead engine, the journey to Blanket Bay and return being made at a speed of about twenty miles per hour. The cry "In Heads", being in deference to public safety, was made as the locomotives proceeded through the port tunnel. The footplate crew are not named.

On the 18th September "Josephine", being driven by John Thomas, hauled the first ever goods train on the line - a shipment of three hogsheads of beer from Burke's Brewery to Port Chalmers. Thereafter both locomotives ran daily ballasting and works trains down the line.

Double-Fairlie Locomotive "Rose" passing
Burke's Brewery with a passenger train, circa 1873
[From an old print]

Then on Saturday the 26th October, with George Amos driving and John Thomas in charge of the brake van, "Josephine" conveyed, "by invitation of the contractors" several members of the Legislative Council and House of Representatives, including promoters Messrs David & George Proudfoot & the General Manager Mr Richard Oliver, from Port Chalmers through to Dunedin in one of the first class carriages, the line now being in a sufficient state of completion but not fully ballasted. With speed restrictions and stoppages the down journey of just under eight miles took "forty and a half minutes" with the return journey being "accomplished much faster".

Due to the "liberality of Mr Proudfoot" and the non-availability of the Harbour Company's steamer, an unscheduled trip took place on Tuesday the 29th October with passengers from the "S.S. Rangitoto" being conveyed to Dunedin but neither the locomotive used or driver is noted. A train was also intended to run on the Prince of Wales' birthday, being the 9th November 1872.

No 1 "Rose", and being "gaily decorated" is recorded as holding the honour of hauling the first official train from Dunedin to the newly named Lady Bowen Pier at Port Chalmers at the opening of the line by The Governor of New Zealand, His Excellency Sir George Bowen G.C.M.G. on Tuesday the 31st December 1872 at 12 noon. A stop was made on the way at Burke's Brewery. As to whether they imbibed some of the local beer is not recorded but it was, after all, a celebratory occasion. The return journey to Dunedin was completed in 22 minutes, "the quickest journey yet made". A cold collation was then provided in the University Hall with "about 16 gentlemen" [i.e. no ladies invited!] in attendance with effusive speeches and official toasts being given.

Non-timetabled public trains appear to have then run for the rest of the afternoon as the advertisement for the opening ceremony states that, "After 2 o'clock pm the trains will run between Dunedin and Port Chalmers at frequent intervals".

The Old Dunedin Railway Station
Burton Bros. Photo, circa 1874
[From an old print]

But the No 2 "Josephine", with John Thomas driving and Thomas Graham as his fireman, would have her moment of fame the following day, being Wednesday the 1st January 1873, when she is recorded as having hauled the first scheduled public train on the line from Dunedin to Port Chalmers. This was always a matter of great pride to Mr Thomas and a fact that his descendants have never forgotten.

Thereafter a regular timetabled service of six daily "up" and "down" mixed passenger and goods trains continued until the company was taken over by the Otago Provincial Government Railways on the 10th April 1873 at a cost of £187,106

From the 1st January 1873 fares were set at 2s for a single passenger ticket or 3s return travelling First class and 1s 6d single or 2s return travelling Second class. General goods would be conveyed at 5s per ton with "Special Goods at Special Rates" upon enquiry.

Unfortunately the line met with at least three early fatalities. Firstly Robert Carr, a labourer, died in hospital on the 3rd October 1871 after being injured from a fall of earth whilst engaged in the excavation of the Port Tunnel the previous day. Another labourer, named John Long, would be fatally injured by a blast in the Port Tunnel at half past one on the afternoon of the 28th March 1872. Two powder fuses were set but only one lit. Re-entering the tunnel to set the second fuse after the first blast the 'unlit' fuse unexpectedly exploded causing a stone to fall on his head killing him instantly. The first fatality on the line itself would be Angus McPherson who, under the influence of alcohol, was run over by a train near Burkes on the 17th July 1873. 

But what specifically do we know of our railwaymen, Messrs Amos, Thomas, Graham and Gatwood? This Blog series explores these early D&PCR Co. Enginemen, including their often surprisingly peripatetic and fascinating subsequent careers and lives which proved to be both long, and sadly in two cases, suddenly cut short in the prime of their lives.

Please click on these links to read their stories :

- Mr J. George H. Amos - Chief Engineer

- Mr John Thomas - Locomotive Driver

- Mr Thomas Graham - Fireman 

- Mr Frederick Gatwood - Assistant Engineer

Copyright : This blog may not be reproduced without my specific written permission and / or that of family descendants. Excerpts may however be quoted for non-commercial and academic use provided this site is acknowledged. Please feel free, however, to publicize this Blog.

Sources :

- Papers Past / Te Puna Mātauranga o Aotearoa
- Archives New Zealand / Te Rua Mahara o te Kāwanatanga
- Heritage New Zealand / Pouhere Taonga
- "The New Zealand Railways Magazine", 1934
- Toitū Otago Settlers Museum, Dunedin
- McNab Room, Dunedin Public Library
- "Dunedin and Port Chalmers Railway - New Zealand's First 3ft 6in Gauge Line" by TA McGavin, 1973 (From my own collection)
- "Josephine and Her Friends" by JA Dangerfield, c.1994
- Genealogy.com
- Trove (National Library of Australia)
- Auckland War Memorial Museum / Tamaki Paenga Hira
- With thanks to Thomas and Gatwood family descendants for their generous assistance

"Saved Twice" - The Amazing Preservation Story of Double Fairlie E175 "Josephine"

"Josephine" as she appears today in the entrance hall
of Toitū Otago Settlers Museum, Dunedin
[Source : reefton.co.nz/the-r28-locomotive]

We have already read in my first two blog instalments [Click here for link] about the inaugural through express train from Christchurch to Dunedin led by the American built K88 "Washington", being assisted for part of the way by the English built Double-Fairlie "Josephine". After last weeks blog about the amazing discovery and preservation to working order of "K88 Washington" let us now read about the eleventh hour preservation in 1925 of the Double Fairlie locomotive No E175 "Josephine", having, like "Washington", come so very, very close to being lost to us forever. But in 1968 her fate once again hung in the balance. Who would come to her rescue a second time?

"Josephine" builders plate,
Vulcan Foundry Co. Ltd.,
Newton Le Willows, 1872
[From my own collection]

"Josephine" was - and still is - very special. She was ordered by the then Dunedin and Port Chalmers Railway Company ("D&PCR Co") from the builders, the Vulcan Foundry of Newton-Le-Willows in Lancashire England in 1872. The decision to purchase double ended locomotives and light rolling stock to the "light surface railway" design of English Railway Engineer Robert F. Fairlie had been on the advice and recommendation of the Civil & Consulting Engineer, Mr John Millar F.S.A.in his report of the 5th October 1869 to the Otago Provincial Government (who were to provide a financial guarantee).

By August 1872, both "Josephine" and her sister engine "Rose" had arrived in kitset form at Port Chalmers New Zealand from Bristol England on the sailing ship "Wave Queen". The names of the engines had in fact been chosen by Mr Oliver, one of the promoters, while on a visit to England. Accompanying the engines from Bristol were Mr Amos, being an Engineer and in charge of the plant, John ("Jack") Thomas, and Mr Gatwood.

Double Fairlie Locomotive Plans
from the Vulcan Foundry

The Dunedin and Port Chalmers Railway Company "No 2" locomotive "Josephine" would be completed first as she had been the first to be unloaded from the "Wave Queen". She then underwent a steam trial on the 10th September 1872, being moved from the shed on the pier where she had been erected and through the wharf tunnel to Sawyers Bay and return. She thus holds the honour of being the first 3ft 6in locomotive to steam in New Zealand. Until the end of the year she assisted with the completion of the line but on the 18th September 1872 hauled the first goods train on the line - a shipment of three hogsheads of beer from Burke's Brewery to Port Chalmers. The "New Zealand Railways Magazine" of August 1934 states that the locomotive was driven on this occasion by the above-named John "Jack" Thomas, "Everyone's old friend", who would go on to have a long and faithful railways career

Double-Fairlie "Josephine",
Burton Brothers Photo, believed
taken during a trial run in 1872.
[Source : OESA Collection, 1979]

On Saturday the 26th October 1872, and with the Engineer Mr Amos driving and Mr Thomas acting as brakes man, "Josephine" conveyed several members of the Legislative Council and House of Representatives from Port Chalmers through to Dunedin in one of the first class carriages, the line now being in a sufficient state of completion.

However her sister, "No 1" Double Fairlie locomotive "Rose", is recorded as holding the honour of hauling the first train at the official opening of the line on Tuesday the 31st December 1872. A public train service commenced the following day, being Wednesday the 1st January 1873. Both locomotives continued in service until the D&PCR Co. was amalgamated into the Otago Provincial Government Railways system when the latter purchased the line, locomotives and equipment on the 10th April 1873 for £187,106 "Josephine" was then renumbered as Otago Railways "No 7", being used on other parts of the railway network including the Lawrence Branch.  After the Provincial Governments were abolished in November 1876 she is now listed in the 1877 New Zealand Government Otago Railways Locomotive list as "E26".

A fanciful sketch of the 'Yankee' K88 

laughing at Josephine on the first through 

express train from Christchurch to Dunedin".

[Source : The New Zealand Railways Magazine 1934]

On the 6th September 1878 "Josephine" went on to achieve a further claim to fame when she acted for part of the journey as second (banking) engine on the inaugural Christchurch to Dunedin express train which is the subject of my second blog in this four part series.

This was accompanied by some heated Otago / Canterbury rivalry when a lengthy discussion took place as to which locomotive would take the lead. But as we now know, "Josephine" ran as second engine from Oamaru and suffered mechanical problems which necessitated her being taken off the train at Seacliff as her fitter could do no more with her. Her crew maintained that her failure was solely due to her having been forced to take an unequal load on the very steep section immediately south of Oamaru.

[From my own collection]

The "E" class Fairlie Patent engines were latterly always known to be unspectacular performers and their unique and complicated design comprising of separately powered bogies and swivelling steam and exhaust pipes fitted with expansion joints no doubt made for heavier maintenance than might otherwise be the case. But I perceive there is always two sides to the story.

The two major features of Robert Fairlie's patented design were to usefully allow the locomotive to move forward or in reverse at the same speed without always needing to be turned on a turntable, a major failing of conventional locomotives. Secondly, Fairlie strongly believed that his design provided greater traction with weight being evenly distributed and all wheels being powered. Coal and water were carried in side tanks, again assisting with traction. And a deep firebox could be accommodated between the two swivelling powered bogies. At any rate early Otago railwaymen were fiercely loyal to their unique Double Fairlies.

"Josephine" leaving the old Dunedin Railway Station
in 1885 with First Church shown at rear
[Source : The New Zealand Railways Magazine, 1934]

Sister engine "E27 Rose" by comparison had a short life and was officially written off after an unfortunate accident just north of Palmerston on the 20th Sept 1878 "and was dismantled at Hillside [railway work] shops" [Ref. O.D.T. 5 Feb 1929].

But "Josephine" continued in service with New Zealand Railways, being transferred to the Wanganui region in the North Island as "E24" in November 1883. She was given her final NZR number of "E175" in the general re-numbering which took place in 1890, being still generally known by this number today. During her time here she travelled as far as Sentry hill, Palmerston North, and Summit. On the 4th March 1899 she was officially "Written Off", then sold to the New Zealand Public Works Department for £500 to assist with works trains, thereupon becoming "PWD No. 504".

Double Fairlie "Josephine", as seen at Beaumont on

the Roxburgh branch line during her later service

 with the NZ Public Works Department, pre 1914.

[Source : G.W. Emerson]

In January 1901 "Josephine" was shipped back to Dunedin where she assisted with hauling materials for the construction of new railway lines. This is an area where her double ended construction would have proved very useful. She is known to have been at Ida Valley when that station became the rail-head for the Otago Central Branch.

In September 1903 "Josephine" made another short foray to the North Island to assist with the construction of the Main Trunk Railway around Mangaweka, Waiouru, Ohakune and Horopito. In 1909 she returned to Dunedin yet again to assist with the construction of further lines. This initially included the Lawrence to Beaumont section of the Roxburgh line, then twelve months later she moved north to Canterbury and over a period of four years assisted The Public Works Dept. with the construction of the Midland line.

In 1914 "Josephine" assisted with work on the final Houipapa to Tahakopa section of the new Catlins Branch Railway, being opened on the 4th February 1915. Her final duties sent her to Clyde in May 1915 for construction work on the Cromwell Gorge section of the Otago Central Railway.

At some point, and according to the 'NZ Railway Observer', she had become known to her crews as "Old Joss". This was perhaps a rather unflattering term for this historic locomotive and has thankfully now been consigned to history.

But in 1917 her time had come and she was now declared surplus to requirements and obviously not worth the cost of a heavy overhaul. In September 1917 she was purchased as scrap for the sum of £173 by the Otago Iron Rolling Mills at Burnside in Dunedin. But at this lowest point in her history fate played a leading role. It is recorded that sentiment delayed her being cut up as no one had the heart to scrap this historic Otago locomotive.

"Josephine" as restored for display in the New Zealand
and South Seas Exhibition, Dunedin, 1925.
Photo by Percy Godber
[Source : National Library of New Zealand]

And then when one of the company's boilers failed "Josephine" was temporarily commissioned for this purpose. She was surprisingly still "languishing" at Burnside in 1925 when, due to the generosity of "Messrs Smellie Bros." (specifically Mr Alexander Smellie), owners of the Otago Iron Rolling Mills, she was cosmetically restored by New Zealand Railways and placed beside World War One memorial locomotive AB608 “Passchendaele” in the railways exhibit at the hugely popular New Zealand and South Seas International Exhibition in Dunedin held from the 17th November 1925 to the 1st May 1926.

Prior to display her original "straight shooter" funnels were replaced with "balloon" style funnels which some members of her class had in fact carried. This appears to have only been done for aesthetic reasons. She was also repainted and "lined out" which was not part of her original livery. But still, she looked resplendent and would quickly again became an object of great public interest and affection.

The cab of "Josephine" showing the boiler
from the driver's side of the footplate.
Photo by Percy Godber, 1925
[Source : National Library of New Zealand]

While both locomotives proved of great interest to exhibition attendees my father freely told me that when a relative pulled him over to see the two shiny locomotives while enthusiastically exclaiming "Oh you must see this" he wasn't the least bit interested. I wistfully perceive that my own 14 year old son would probably have the same reaction now as my then 23 year old father had back in February 1926!

After the Exhibition closed on the 1st May 1926 "Josephine" was then donated by The Otago Iron Rolling Mills Company to The Otago Settlers Association, being placed in January 1927 in the open air in a railed off enclosure outside their museum adjacent to the Dunedin Railway Station. It is noted that this is probably the first instance of dedicated railway preservation in New Zealand.

"Josephine" as she appeared in August 1959,
from a slide taken by William Dykes
[From my own collection]

In July 1955 "Josephine" received some remedial work including replacement of some rusted platework, the work being carried out by volunteers from the Hillside Railway Workshops. But by 1963 her time spent out in all weathers was beginning to take its toll and "Josephine was looking in sad shape" and only expected to last another eight years. So once again her fate hung in the balance. The "Otago Daily Times" ran an article with the headline "No hope for Josephine" and it was believed that "This time she really would be scrapped, or maybe she would be shipped to the Museum of Transport and Technology in Auckland".  But "The Evening Star" local newspaper valiantly came to Josephine's rescue when in 1966 they ran a public appeal to raise funds so that she could again be cosmetically restored and preserved. School children were instrumental in raising the necessary funds. This was apparently over one thousand pounds.

"Josephine" as she appeared in August 1959,
from a slide taken by William Dykes
[From my own collection]

The restoration was carried out at the New Zealand Railways Hillside Railway Workshops in Dunedin, the opportunity also being taken to replace the non-standard "balloon" funnels with "straight shooter" style funnels.

"Josephine" in her post 1968 'picture window'.
[Source : Internationalsteam.co.uk]

By March 1968 she was returned to the Otago Settlers Museum, being now safely placed inside the building but behind a large glass window facing the small garden outside the museum. Sometime after 1976 she was again 'lined out' with her wheel rims being painted white restoring her non-authentic Exhibition appearance of 1925-26. Ownership of the museum and all its contents, including "Josephine", passed to the Dunedin City Council in 1991, thus now being owned and funded by the good citizens of Dunedin (and that includes myself as a ratepayer).

"Josephine" facing the Dunedin Railway Station, 2016
[From my own collection]

In 2012, and now with her non-authentic 'lined out' livery with white wheel rims painted over to restore her original appearance, "E175 Josephine" took up her new position in pride of place at the northern end of the new architecturally designed and quite stunning entrance foyer of the Toitū Otago Settlers Museum in Dunedin.

Unlike "K88 Washington" there are no plans to restore her to working order. My own opinion is that even were funding and engineering expertise readily available any restoration would be invasive and adversely impact on the original historical integrity of this precious 144 year old locomotive, some of which would need to be wholly replaced, eg, an expensive new boiler would be required. She may very well carry her original Vulcan Foundry boiler and many fittings would be worn out which would all have contributed in the first place as to why she was sold for scrap back in 1917.

That is always the trade off with any major restoration of a worn out locomotive. Sometimes it is worth preserving something that is, as much as possible, not only in original historical condition but also wholly illustrative of late 19th century engineering practices and techniques. That in itself can also be of some considerable interest as evidenced by an article I read in the English railway press a year or two back. "Josephine" has generally never been in the position of "K88 Washington" where considerable replacement or renewal of parts was in any case necessary.

The double door firebox on "Josephine", 2016
[From my own collection]

Apart from cosmetic work of necessity undertaken in 1925 and in 1968 "Josephine" is thus basically still in original 1917 "as sold for scrap" condition. A few years ago all her running gear was nicely polished up (as it would have been originally) and without being too picky that aspect of her present display condition could possibly be improved upon were this work not to be in any way invasive. But otherwise her paintwork is kept shiny and her brass work polished. While she never, like the American "K" class, carried a bell she did carry a clock "for the benefit of enginemen", the clock being donated to the Otago Settler's Museum many years later.

"Josephine"
Taken 2016
[From my own collection]

"Josephine" has led a charmed life and Dunedin is very lucky indeed to (still) be the guardians of such a rare locomotive and also an intrinsic part of Otago's early transport history. It is even amazing to think that for a period of around four years she was part of the Otago Provincial Government Railways so really is a tangible link to those formative and early pioneering years of our local history. She really does belong to Otago. Today "Josephine" can gaze out at Dunedin's magnificent 1906 Railway Station and proudly remember her own pioneering part in Otago's history. I wish I could personally thank the Smellie brothers for both their generosity and farsightedness where, to their great credit, personal sentiment won hands down over profit.

[From my own collection]

To witness a Double-Fairlie in steam today, we must go to the Ffestiniog Narrow Gauge Railway in Wales (a line I have travelled on myself) where we can see No 10 "Merrdin Emries" built in 1879 and fully restored in 1987/88, in action. The distinctive double exhaust sound of a Double-Fairlie locomotive (much like double-headed locomotives) is very evident, particularly in the sequence from about 2.40 into the video and again at 3.50. There are more footplate views near the end of the video which show the locomotive crew.

   

Dimensions :

Cylinders : (4) 10" by 18" x 18"
Wheels : 3' 9" diameter
Heating Surface : Tubes 759 square feet, firebox 79 square feet
Grate Area : 10.25 square feet
Water Tanks : 890 gallons
Coal Bunkers : 17 cwt
Weight (in working order) : 25 tons
Boiler Pressure : 130 pounds per square inch (lb sq. in)
Tractive Effort : 7800lb

Footnote :

It is currently hoped to restore single Fairlie R28 of 1879, being located at Reefton, to working order using the extant boiler from R22 :  http://www.reefton.co.nz/the-r28-locomotive


Sources :

- Papers Past / Te Puna Mātauranga o Aotearoa
- National Library of New Zealand / Te Puna Mātauranga o Aotearoa
- "Register of New Zealand Railways Steam Locomotives 1863 - 1971" by WG Lloyd (from my own collection)
- "The New Zealand Railways Magazine", 1934
- Toitū Otago Settlers Museum, Dunedin
- Various Internet resources