Improvements
Due to longer distances being travelled, it became clear that the standard F class were unable to cope due to their limited coal and water capacity. The first twelve locomotives rebuilt to class FA between 1892 and 1895 were designed to overcome this problem. The locomotives were re-equipped with Walschaerts valve motion, new side tanks and cabs, and a larger boiler. Nominally, the extent of the changes meant that very little of these locomotives actually remained from the original. Although they were now more powerful than the F class and were reasonably successful, the FA class was hampered like the LA 4-4-0T rebuilds in that their coal bunkers were too small. The decision was made in 1897 to extend the frames of F 9, then undergoing conversion at Addington Workshops, and fit an extended coal bunker. To accommodate this, a two-wheeled trailing truck would be added. Initially, FA 9 was classified as an FB class locomotive to differentiate it from the 0-6-0T conversions. Once its success had been confirmed, all of the FA class locomotives were rebuilt to the FB class specifications between 1900 and 1905. Following the completion of the final conversion in 1905, all locomotives were reclassified as the FA class once more. Plans had existed in 1901 to rebuild further F class locomotives, but these were scrapped and in 1902-03 a further six FB class locomotives were built, numbers 315 and 372–376. These locomotives differed from the other rebuilds in having a redesigned frame and piston valves in place of the original slide valves fitted to the earlier rebuilds. FA 9 also differed from the standard rebuilds in that its trailing truck had outside journal boxes instead of the internal type used on the other engines.Withdrawal
The FA class saw little work after 1919 due to increases in traffic and in part to their complexity over the standard F class. The locomotives were progressively withdrawn up until 1943, when the last locomotive of this type, FA 250 (based at Westport) was sold to the Whakatane Board Mills for use on their Matahina Tramway in the Bay of Plenty. Most were scrapped and their boilers fitted to F class locomotives. During their working lives, the FA class locomotives were reboilered at least once, with the original boilers being fitted to members of the F, G, and L class locomotives among others. As a result, most preserved F and L class locomotives have a F or FA class boiler in place of the original type of boiler. While this provides a degree of standardisation, it is somewhat negated by the fact that these boilers come from different makers and have differences in internal fittings such as the dry-pipe. Two engines that were not scrapped following withdrawal were FA 315 and 373, which had been allocated to the Nelson Section following their rebuilding. They had been put aside in the Glenhope engine shed following withdrawal and were dumped in the Glenhope ballast pit in the mid-1930s. These locomotives were at the time relatively complete, but in time their wheels, boilers, and water tanks were removed. The remains of the locomotives, if they still exist, comprise the frames, cowcatchers, cylinders, upper cab and coal bunkers.Industrial Use
Like the NZR F class, members of the FA class also saw service after being retired from NZR service. The largest user of these engines was theSee also
* NZR F class * NZR G class (1874) *References
Footnotes
Citations
Bibliography
* * * * {{NZR Locomotives FA class 0-6-0T locomotives 0-6-2T locomotives Railway locomotives introduced in 1892 3 ft 6 in gauge locomotives of New Zealand