Glenbrook Vintage Railway

At the end of 2001, I made my first Round the World Trip, cryptically referred to as 'RTW1'. I hadn't started 'blogging' then, so I'd written very little about the trip. The pictures I'd taken were 35mm and scanning has proceeded very slowly. But (only 18 years later) I decided to add the following description of my afternoon at a preserved railway.

During my time in Auckland on that trip, I travelled by car to Glenbrook Station on the Glenbrook Vintage Railway. In the run-up to the New Year, they were operating their large 'Ja' class locomotive. New Zealand built in 1949, this 3 foot 6 inch gauge 4-8-2 has many American features, including a Vanderbilt tender.


Ja1250 preserved at Glenbrook Vintage Railway (Photo: G.V.R.).

A board, displayed at Glenbrook Station, gave a brief specification of Ja1250.


Brief specification of Ja1250 (Glenbrook Vintage Railway, 2001)

I purchased a ticket at the booking office and enquired about the possibility of a footplate ride. "Ask the driver" I was told. When I explained to the driver and fireman my involvement in steam preservation in England, I was immediately welcomed aboard. There was also a young trainee firing. I offered to "work my passage" by firing and thought, for a moment, I'd offended some protocol by the vehemence of the driver's refusal. But then he explained "It's all downhill this way - you can have the shovel on the way back!".

The driver (the locomotive is right-hand drive) kept a look-out for the guard's 'right away', given by whistle and green flag, just like the U.K. I noticed the Australian-made Westinghouse brake stand incorporating driver's brake valve for both the air brakes on the train and 'straight air' brake on the locomotive.


Waiting for the guard's 'right away' (Glenbrook Vintage Railway, 2001)

The boiler backhead had a number of interesting features. The Steam Fountain was placed on the fireman's side of the cab, so both injector steam cocks were that side - a convenient feature that I don't think appeared in British practice until Bulleid. The most of the exposed steam pipes were lagged. The boiler pressure gauge was dual-faced, electrically-fit and mounted on a bracket perpendicular to the backhead to improve viewing by both driver and fireman. Below the pressure gauge were dual gauge glasses and an electric gauge lamp. A large oil feeder sat on the warming tray above the 'Ajax' firedoors, with their manual operating handle. These are often called 'butterfly' firedoors because of the pivoting action of the doors. At high level in front of the driver a large 'Detroit' 5-feed hydrostatic (sight-feed) lubricator was fitted. A large hoop hooked onto the filler plug of the lubricator carried the single line tablet for the line we were about to travel from Glenbrook to Pukeoware. To the right of the lubricator, a pull-out regulator hung from the roof. A trigger lever worked a catch in a toothed quadrant to hold the regulator in the position set. Immediately in front of the driver was the brake gauge, also fitted with an electric lamp. To the right, the reversing lever which American's call the 'Johnson Bar', was miniature and fitted with a trigger lever working a catch in a toothed quadrant implying power operation.


Ja1250 boiler backhead (Glenbrook Vintage Railway, 2001)

Electricity is provided by a generator which feeds the large headlamps provided front and rear and the various other lamps. I spotted a Train Recorder mounted on the the inside of the cab side sheet on the driver's side. I didn't have time to absorb all the other details in the cab (including what appeared to be another lubricator with 4-feeds) before we set off, with the engine working tender-first. Easy steam was sufficient to give a reasonable speed downhill and the trainee fireman was firing lightly. 'Ajax' firedoors are intended for power operation and I was impressed that this feature was working on Ja1250, foot pressure on a small floor-mounted treadle swinging the doors open as the loaded shovel blade approached the firehole. A small air cylinder on the backhead above the firehole provided the power to operate the firedoors.

In the U.K., Bullied fitted 'Ajax' firedoors to his 'Pacifics', powered by a small steam cylinder. I've worked on two preserved Bulleid 'Pacifics' ('Canadian Pacific' and 'Taw Valley') but the power operated firedoors weren't in use on either and a former British Rail fireman told me that was not uncommon during his time on the Southern Region.


Ja1250 cab view with 'Ajax' firedoors bottom left (Glenbrook Vintage Railway, 2001)

The line led through attractive, wooded farmland, not unlike England. Whistling, we passed over a minor road crossing, no barriers, just warning signs on the road.


Approaching Morley Road level crossing (Glenbrook Vintage Railway, 2001)

All too soon, we arrived at what was then the end of the line. I climbed down to watch the locomotive being uncoupled - flexible hoses on the air brakes isolated and the palm couplings separated, then the Norwegian-pattern 'chopper' coupling disconnected.


Ja1250 being uncoupled from its train (Glenbrook Vintage Railway, 2001)

The locomotive was then set-back into the headshunt, points reversed, and run forwards along the run-round loop, closely watched by the passengers, particularly those in the end vehicle - an open, converted bogie freight wagon.


Ja1250 setting back into headshunt (Glenbrook Vintage Railway, 2001)


The train included an open, converted bogie freight wagon (Glenbrook Vintage Railway, 2001)

During the run-round, the locomotive stopped to take coal from an adjacent coal heap, using a small jib crane fitted with a grab. The crane was air operated by connecting a long hose to the brake hose on the locomotive and using the compressor on the locomotive to power the crane. I'd come across locomotive turntables using an air motor powered from the engine being turned (in the U.K., because of the original predominance of vacuum brakes, vacuum tractors were the norm) but I'd not encountered other equipment powered in this way. The 'Ja' then completed the run-round and was coupled-up for the return journey.

I'd been invited to see if I could make the 'Ja' steam on the way back to Glenbrook, where the gradient was reported as 1 in 50. The fire looked in good shape, but I decided to thicken it a little in the hope of bringing the pressure near to 'blowing-off' by the time we set off. There was plenty of 'Strongman' hard coal in the tender, in a convenient size for shovelling, so the challenge was to synchronise operation of the foot treadle so that the firedoors opened before the shovel blade tried to enter the firehole and keep pressure on the treadle until the shovel blade was completely withdrawn. Quite quickly, I managed to get a reasonable rhythm and found the experience delightful, musing that it was a distinct improvement on the usual arrangements in my country! I was gratified to see the boiler pressure respond to my treatment and, on the ascent back to Glenbrook, my usual 'little and often' treatment produced satisfactory results. The trainee decided to deal with the live steam injector, so I didn't get a chance to master setting the unfamiliar pattern in use. We arrived back at Glenbrook and I let the trainee have the fire back, thankful that I'd not disgraced myself.


The 'Ja' class had a good supply of 'Strongman' coal in the tender (Glenbrook Vintage Railway, 2001)

I stayed on the footplate as the crew ran Ja1250 round its train, ready to take the next service, then I thanked them for their kindness and reluctantly returned to the platform.


The crew on Ja1250 during my visit (Glenbrook Vintage Railway, 2001)


Ja1250 leaving Glenbrook (Glenbrook Vintage Railway, 2001)

Ja1250 leaving Glenbrook. Note the design of the Guard's ducket window (Glenbrook Vintage Railway, 2001)

Whilst the service train was down the line, two motorised inspection trollies were raising funds for the railway by offering rides the length of the station. I was tempted, but declined.


Motorised Inspection Trolley (Glenbrook Vintage Railway, 2001)

Only much later did I discover that, in 1967, the original Strongman deep mine, near Greymouth on New Zealand's South Island, had suffered a disaster which killed 19 miners. It was replaced by the Strongman 2 mine which operated from 1994 to 2003.

My pictures

Glenbrook Vintage Railway

Rangitoto and Motuihe Islands by ferry

At the end of 2001, I made my first Round the World Trip, cryptically referred to as 'RTW1'. I started blogging at the end of 2006 and produced a very short post on 'RTW1' which you can find here. My pictures from that trip existed as prints which I intended to scan but work has proceeded very slowly. In 2020, I finally scanned the pictures from my trip to Rangitoto Island when I was in Auckland back in 2001 and decided to add the following description.

I was staying in the Heritage Hotel, Auckland, a conversion of Farmers Department Store built in the 1930s which appealed to me. Farmers are still trading but in a different location in Auckland. My room had a view of Auckland Harbour Bridge which I would have found impressive, had I not a couple of days earlier completed the Sydney Harbour Bridge Climb experience.

View of Auckland Harbour Bridge from The Heritage Hotel (Auckland, 2002)

But what I had found impressive was the brooding presence of Rangitoto Island, with its symmetrical, conical volcano rising 260 metres above the sea, around 10 km away. Rangitoto erupted 600 years ago and is regarded as 'dormant'. Before 9.00 a.m., I was aboard a modern, catamaran Fullers ferry in the shadow of Auckland's Ferry Building for the 30 minute trip to the Wharf on Rangitoto Island to get a closer view.


Ferry Building and HSBC building: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

As the ferry powered away from the dock, it started to rain, quite seriously. I was travelling on the upper, open deck so I sheltered under the section with a canvas sun roof above, but cold rain was sluicing in from the sides. This was not quite how I had imagined Auckland.


Auckland in the rain: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

We called briefly at Devonport Pier and then continued to the wharf at Rangitoto. The rain ceased as quickly as it had started, so I felt quite cheerful as I disembarked.

I followed the single track away from the wharf to a junction, where a signpost pointed inland to a 'Summit Track'. With no obvious alternatives and nowhere to make enquiries, I set off to the summit on a decent track which ascended through lush, green bush. Periodically, I'd turn to check the view towards the mainland. The skies over the mainland still looked troubled but I was dry and the cooler temperature was helpful as I continued upwards. Eventually I reached a viewpoint, with a neat boardwalk, seats and fences around a central, wooden pylon. There was also a derelict, blockwork hut which might have once been a shop but had been daubed 'Danger - Keep Out'. The area clearly allowed for a number of visitors to take their ease, but I was quite alone (the camera's self timer allowed me to record my first volcano ascent).


Jan at summit of Rangitoto: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)


View of Cheltenham and Auckland from summit of Rangitoto: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

The crater rim path led me all around the top of the volcano before I started to descend. A sign to 'Lava Caves' led to a a different path bringing me to a series of fissures in the volcanic rock but I didn't explore far into the darkness within.


Crater rim path, Rangitoto summit: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)


Lava Caves, Rangitoto: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

I completed my descent the area near the wharf and found the 'Rangitoto Volcanic Explorer' - a tractor hauling a passenger coach which gets visitors near the summit. It was not running during my visit but might have run later. I was happy that I'd made the ascent unaided.


The Rangitoto Volcanic Explorer was not running during my visit: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

There seemed nothing further to detain me on the island so I decided to board the next ferry to arrive and travel on to Motuihe Island. Before we departed, I managed to snatch a picture of the bridge.


Bridge of modern catamaran ferry: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

As we sailed around Rangitoto to reach Motuihe, I proudly surveyed my achievement from afar.


Rangitoto Volcano viewed from ferry: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

Motuihe is a small island (179 hectares in area). It was first settled by the Maori, then farmed by Europeans for a century before becoming a quarantine station for Auckland in 1872. In the first World War it became a prisoner of war camp, in the second World War it was used as a naval training base. Boasting some of the finest beaches in the area, it is now a recreation reserve for day trips or camping controlled by the Department of Conservation.


Arriving astern at Motuihe Wharf: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

The ferry was booked to wait for a while at Motuihe before returning to Auckland so I decided to just explore the beach nearby and then rejoin the same ferry, rather than spending some hours on the island before catching a later ferry. The sun was strong and all signs of the morning rain had disappeared.


Ferry waiting at Rangitoto Wharf: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

On the return journey, we stopped at Devonport Pier and I was able to admire the preserved steam tug 'William C Daldy'. There's more information on their website here.


Devonport Pier with preserved steam tug 'William C Daldy': Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

As we left the pier, we passed a large catamaran ferry arriving.


Leaving Devonport Pier for Auckland, showing a catamaran ferry arriving: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

Within ten minutes, we were docking at Auckland, after a marvellous trip.

Arriving back at Auckland's ferry terminal: Rangitoto and Motuihe Islands by ferry (Auckland, 2002)

Related posts on this website

Selecting label 'RTW1' or clicking here displays all the posts on this trip in reverse date-of-posting order.

My pictures

Rangitoto and Motuihe Islands by ferry, 2002

Before the beginning: Round The World One

Perhaps I ought to recap on some of my earlier trips. After my partner Daemon died in 1999, I decided that I ought to go round the world at least once. This was to be no backpacking Sabbatical Year. I decided to travel in style but I only allowed two weeks for the task!

On this trip, I set off Eastwards, just before Christmas, 2001, calling first in Thailand. I was in Bangkok over Christmas and spent some time with my friend Dheb Dhebpunya who I'd met during earlier business trips.

Sydney was the next stop. I loved the city and managed to try out most of the ferry routes and undertook the Sydney Bridge climb - a wonderful experience and nowhere near as demanding as I feared. Having never flown in a seaplane, I couldn't resist a sightseeing trip from Rose Bay.

All too soon, I moved on to Auckland. The weather here was mixed but this did not stop me trying out the ferry routes, climbing to the top of the extinct volcano on the island of Rangitoto and visiting the island of Waiheke. I visited the Glenbrook preserved railway (did I mention my interest in railways?), managed to get a footplate ride on the massive 'Ja' class and fire the locomotive for a few kilometres. I made a flying visit to Great Barrier Island (literally - in an 'Islander' aircraft along with a few passengers, the newspapers, the milk and other cargo) and was charmed by the island and the kindness of the residents. Finally, I got a bird's eye view of Auckland from the Sky Tower before flying East to Fiji.

In Fiji, as well as spending time on the superb beaches around Nadi, I had a thrilling ride in a Jet Boat, took a helicopter trip over the jungle and outlying islands and spent a day cruising on a clipper. Taking the helm for a while was a new experience!

Then, East again to the United States, transiting through Los Angeles to San Francisco, which fully lived up to my expectations. I tried out the MUNI and BART (rapid transit systems), ferry, bus, streetcar, cable car and Amtrak. I had a spectacular helicopter trip, the highlight of which was flying UNDER the Golden Gate Bridge!

Then I flew home, totally exhilarated by the whole experience.

The photographs on this trip were taken by my trusty Canon EOS film camera. Once I get 'em scanned I'll post them.

Meanwhile, if you'd like to see something similar, go to Round the World Two