New Zealand DA class locomotive

New Zealand DA class

D^A 1400 on static display at MOTAT

Type and origin Power type Diesel-electric Builder General Motors Diesel (Canada) Electro-Motive Division (USA) Clyde Engineering (Australia) Model EMD G12 Build date 1955 - 1967

Specifications UIC class A1A-A1A Gauge 3 ft 6 in (1,067 mm) Length GMD/EMD 14.1 metres (46 ft 3 in) Clyde 14.6 metres (47 ft 11 in) Adhesive weight 59.0 tonnes (58.1 long tons; 65.0 short tons) Loco weight GMD/EMD 81.0 tonnes (79.7 long tons; 89.3 short tons) Clyde 79.0 tonnes (77.8 long tons; 87.1 short tons) Fuel type Diesel Prime mover EMD 12-567C and EMD 12-567E RPM range 835 rpm Engine type V12 Diesel engine Aspiration Roots type supercharger Displacement 111.49 L (6,804 cu in) Traction motors Four EMD D19 or D29 Cylinders 12 Cylinder size 216 mm × 254 mm (8.5 in × 10.0 in)

Performance figures Maximum speed 100 km/h (62 mph) Power output 1,060 kW (1,420 hp) Tractive effort 140 kN (31,000 lbf)

Career Number in class 146 Numbers D^A 1400–1545 (original) DA 11–996 (TMS) First run 1955 - 1967 Last run 1977 - 1989 Current owner Motat, Steam Incorporated, Dean McQuoid, Feilding and District Steam Rail Society Disposition 85 rebuilt as DC Class 6 as D^AA (defunct), 1 as DAR 517 (withdrawn); 0 in service

The New Zealand D^A class diesel-electric mainline locomotives operated on the New Zealand railway system between 1955 and 1989. With 146 locomotives, it was the most numerous class to ever operate in New Zealand, with five more than the A^B class steam locomotive.

The class were A1A-A1A versions of the Electro-Motive Diesel G12 model, with the design altered slightly to run on New Zealand's 3 ft 6 in (1,067 mm) rail system, and fit the small loading gauge. They were introduced between 1955 and 1967, and were the first class of diesel locomotives to seriously displace steam traction.

Between 1978 and 1983, 85 were rebuilt as the DC class, of which many are still in use. All but one of the remainder were withdrawn by 1989, with six preserved. The last locomotive was refitted for shunting duties, becoming DAR 517.

Introduction

The D^A class have their origins in the post-World War II period. Like most nations New Zealand’s dominant form of traction was steam, with electrification being used in Wellington, the Christchurch - Lyttleton Line and through the Otira Tunnel. The General Manager of the Railways Department, Frank Aickin, was an advocate for electrifying the entire North Island Main Trunk (NIMT) to alleviate the shortage of coal and the cost of importing diesel fuel; though he also recognised that steam and diesel traction would be required on other lines.

Aickin went as far as negotiating a tentative contract for construction, but fell out with the Government in 1951 and retired. His successor, H.C. Lusty, terminated the contract. After a disappointing experience with the D^F class ^[1] and facing significant capacity issues on the North Island Main Trunk (NIMT) NZR entered into an agreement with General Motors for the supply of 30 G12 model locomotives following a tender process. Designated by the Railways Department as the D^A class one of the major appeals was the guarantee of delivery within five months.^[2] With two production lines at London, Ontario and La Grange, Illinois two locomotives were completed every three days.^[3]

This first batch (D^A 1400-1429) entered service between August 1955 and January 1956. The next batch (D^A 1430-1439) were built at Clyde Engineering in Australia and entered service during 1957.

Three further batches were ordered, all supplied by General Motors Canada from their Montreal plant. The first 12 units (D^A 1440-1451) were dubbed as 'Phase II' and entered service in 1961, with the 94 'Phase III' units entering service from 1962-64 (40) and 1966-67 (54), taking the total number to 146.

In service

The class operated in the North Island. To facilitate their fast delivery a 'looser' loading gauge was accepted meaning that initially they could only serve on the NIMT from Auckland to Paekakariki, and the Rotorua and Kinleith branches. They were excluded from operating on many branch lines on account of their weight, and were restricted in their operations on the East Coast Main Trunk beyond Paeroa due to the line through the Karangahake and Athenree gorges with NZR using the lighter D^F and D^B class to handle traffic on this line. These restrictions were reduced as bridges were progressively strengthened, and in the case of the ECMT the opening of the Kaimai Tunnel in 1978.

The class were also unable initially to access Wellington via the NIMT, as the tunnels south of Paekakariki built in the 1880s by the WMR were not large enough for them. The operational practice remained the same as it had in the steam age with an exchange with ED and EW electric locomotives taking place at Paekakariki, until the tunnel floors were lowered in 1967 and they could operate through to Wellington. Access to Wellington before this time could only be achieved via the Wairarapa line and the Rimutaka Tunnel.

Eventually D^As were employed on all the major lines in the North Island – the NIMT, Marton-New Plymouth, Palmerston North-Gisborne and North Auckland lines. The success of the D^A in its reliability and performance meant that it was the major factor allowing the withdrawal of North Island steam locomotives by 1967. The class were successful in raising the freight capacity of the NIMT. The main limitation was the Raurimu Spiral, where a pair of D^A's could haul 650 tonnes up the grade compared to 595 tonnes for their K^A steam predecessors.^[2]

The class hauled all manner of freight and passenger services, including the "Scenic Daylight" service on the NIMT. The prestigious "Silver Star" overnight sleeper train was initially hauled by a pair of D^A locomotives when it was introduced in 1971. A dedicated pool of locomotives - D^As 1520-1527 and later joined by 1528 - were used for this service.

However the need for a more powerful locomotive that could haul longer and heavier trains on the NIMT had been identified and in 1972 the first 15 D^X class locomotives were introduced. While a single D^X produced 70 kW less than a pair of D^As, it weighed 97.5 tonnes compared to the combined D^As 162 tonnes, which combined with more powered axles gave better traction and higher power to weight.

The Silver Star service was later transferred to the D^Xs, while the Scenic Daylight service had earlier been replaced by the "Blue Streak" railcars. The introduction of further D^X class locomotives in 1975-76 ended the dominance of the D^As on the NIMT.

Units were also employed on the Auckland suburban network, hauling 56-foot carriages. These services terminated at the Auckland Railway Station, forerunning the services run by many of the DC class today.

Those locomotives that were not converted to the DC class continued in service throughout most of the 1980s. However the combination of the deregulation of land transport and decline in rail freight volumes, reduced inter-regional passenger numbers, and the electrification of the NIMT saw them become surplus to requirements. Due to tunnel clearance problems on the Makarau Tunnel which prevented D^C locomotives working in Northland twelve D^As were given an 'A Grade' overhaul in 1980 with some modifications to improve crew comfort. They were painted in 'fruit salad' colours at the same time.^[3]

DAR517, in Toll Rail livery, at Whareroa near Hawera in 2006. Photograph by Andrew Hamblyn.

Numbering

The D^A class established the initial numbering practice for NZR diesel locomotives, numbering the units sequentially with the class leader numbered in reference to the locomotives horsepower. While the locomotives were actually rated at 1425 hp, numbering started at 1400, and continued up to 1545.

In 1980 the computerised Traffic Management System (TMS) was introduced, with the remaining members of the class renumbered in sequence and the classification capitalised. Because this took place during the DC rebuild programme some units received a new 'DA' series number before being withdrawn for conversion, upon which they received a new 'DC' number. Under the numbering D^A 1400 became DA 11 and D^A 1516 became DA 996, prior to it being rebuilt into DC 4830.

Livery

From introduction the class were painted in an overall deep red colour christened as New Zealand Government Railways red. White or silver stripes were added along much of the length of the body, culminating in 'wings' on each end. The units redesignated as D^AA received gold stripes to differentiate them from other D^As and the D^B units. Following the introduction of TMS many had their new road numbers applied to the long hood.

During the 1980s some units were repainted in the 'International Orange' livery (red sides, grey upper and lower surfaces and yellow safety ends) then being applied to other NZR locomotives, with the road number applied in large white type on the long hood. However, many units were retired still wearing the original NZGR red.

Conversions and Rebuilds

The D^AA class

In 1970, locomotives D^A 1400-04 and 1406 were withdrawn from mainline duties and reassigned as heavy shunters to work in the new Te Rapa hump yard. They received additional low speed controls to assist in these operations and were reclassified as the D^AA class. These locomotives were identifiable by their yellow hood stripes, which were treated so to denote them as being used in special service apart from the D^A class. The locomotives were later superseded by the DSG and DSJ class shunting locomotives, which were purpose-built for shunting as opposed to the DAA class being converted for that purpose, and were withdrawn progressively in the 1980s.

Two D^AA class locomotives have been preserved. On its withdrawal in 1983, D^AA 1400 (TMS DA 11) was cosmetically restored as D^A 1400 and donated to the Museum of Transport and Technology in Auckland. Placed on static display at MOTAT's Great North Road site, it was moved in late 2014 to MOTAT's Meola Road site to make way for an upgraded pavilion surrounding steam locomotive K 900. It is significant as the first of the D^A class to have been built.

The other, D^AA 1401 (TMS DA 28) was withdrawn in 1986 and forwarded to Sims-PMI scrap yard at Otahuhu. In 1988, the locomotive was purchased by enthusiast Tony Bachelor, who moved it around various homes in the Auckland area as part of his Pacific Rail Trust. In 1999 it was leased to Tranz Rail, but received little use and was stored at Hutt Workshops. In 2005, the locomotive was re-activated, and in 2007 was loaned to Feilding District Steam & Rail at the conclusion of the lease agreement with Tranz Rail and Toll Rail. D^A 1401 was gifted to the FDS&R in 2008, who are now planning for its eventual restoration.^[4]

The DC class

Between 1977 and 1983, NZR decided to rebuild many of the later 'Phase III' GM Canada-built D^A class locomotives into the EMD G22AR model to become the D^C class. During the seven-year rebuilding period, 80 locomotives were shipped to Adelaide and railed to Clyde Engineering in Australia for rebuilding, while a further five locomotives were rebuilt at Hutt Workshops using a mixture of componentry built at Hutt and Clyde.

Only one of the final batch of 54 'Phase III' D^A class locomotives was not rebuilt - D^A 1517 had been scrapped in 1974 due to damage sustained when it ran into a landslip at the entrance to the Fordell tunnel in 1973. Two locomotives - D^As 1533 and 1470 were both rebuilt from heavily damaged conditions sustained in accidents running light engine. 1533 was damaged in an accident while returning from National Park on banking duty in 1975; due to rivalry between loco drivers at Taumarunui depot, the locomotive entered a curve too fast and overturned, killing the locomotive engineer. 1470 derailed on the steep Pukerua Bay section in 1978 returning to Wellington due to overspeeding on a curve, and nearly ended up on State Highway 1 below the line; both crew were killed.

Ten of the initial 'Phase III' batch were also not rebuilt. Two of the 'Phase II' locomotives - D^As 1441 & 1446 - were amongst those rebuilt.

Many of the DC class remain in service today with ownership held by KiwiRail, and several leased to Auckland Transport. One, DC 4588, was exported to Tasmania in 1999, but found to be unsuccessful and was withdrawn in October 2002 with serious motor problems. After a long period of inactivity, the locomotive, which had been partway through a rebuild to make it more suitable for Tasmanian conditions, was sold for scrap by TasRail in mid-2011.^[5]

DAR class

In 1989, Tasman Pulp and Paper was looking to replace their resident Kawerau shunting locomotive, Bagnall 0-6-0DM N^O 3079. This locomotive had been rebuilt in the late 1970s with a new Caterpillar D343T diesel engine and torque converter to make it more effective as a heavy shunter, but due to increases in traffic, was no longer able to keep up.

New Zealand Rail initially offered a DH class locomotive as a replacement, however, Tasman did not feel the locomotive would be up to the task.^[6] At the time, NZ Rail was withdrawing the last DA class locomotives, and the decision was made to offer DA 512 as a new heavy shunter.

The locomotive was altered by 'chopping' the front hood containing the dynamic brake components and altering the cab for better forward visibility. It was then renumbered as DA 822 and was painted in Tasman's orange-brown colours before it entered service at Kawerau. This allowed the Bagnall to be withdrawn, and later scrapped after briefly being offered to the Bay of Islands Vintage Railway.

In 1998, Tasman decided to sell its locomotive back to Tranz Rail, who would then take over the duties of shunting the Kawerau yard with more conventional shunting locomotives. As a result, DA 512 was sold to Tranz Rail, who immediately moved it to Hutt Workshops for further alterations to make it more suitable as a heavy shunting locomotive. This included fitting shunter's refuges at either end of the locomotive, and extended drawgear to accommodate the extra length of the refuges, as well as a repaint in the then-current 'Cato Blue' livery.

Renumbered as DAR 517, the locomotive was released from Hutt in 1999 and allocated after much speculation to the Kiwi Dairies milk factory at Whareroa, near Hawera. Here, it replaced ex-NZR Bagnall DSA 414 (D^SA 240, the sub-class leader) as the resident shunting locomotive. It was repainted in the Toll Rail 'Corn Cob' colours in 2005, but was withdrawn from service in 2009 and placed in storage at Hutt Workshops. Currently, there are no plans for its return to service.

Withdrawal

With the lack of ongoing operational requirements and the age of the units that were not rebuilt themselves the number of units was reduced throughout the 1980s. Most of the first batch delivered were withdrawn by the end of 1986. Following withdrawal most units were taken to Hutt for scrapping during the early 1990s, though a few were scrapped elsewhere.

Preservation

Six D^A class locomotives have been preserved:

• D^A 1400/D^AA 1400 (TMS DA 11) was donated to the Museum of Transport and Technology in Auckland in 1983 as the class leader of the D^A class. Statically restored for static display. It was moved from its display location at MOTAT 1 in Great North Road, to the museums Meola Road site and under cover for conservation on 26 September 2014.
• D^AA 1401/D^AA 1401 (TMS DA 28) was sold to Sims-PMI for scrap in 1986 but remained intact until purchased by Tony Bachelor in 1988 for his Pacific Rail Trust. Moved around Auckland, it was leased by the now-inactive PRT to Tranz Rail in 1997 although it only saw limited service and was quickly stored at Hutt Workshops. It was reactivated for Feilding and District Steam Rail Society by Toll Rail in 2005 and went on lease to them in 2007 before being donated by Bachelor to F&DSR in 2008.
• D^A 1410 (TMS DA 126) was purchased from NZ Rail in 1988 by Steam Incorporated. Initially only requiring a repaint, it was overhauled in 1999 shortly before being sent on loan to the Railway Enthusiasts Society, who based it at the Glenbrook Vintage Railway. 1410 was on loan to the Glenbrook Vintage Railway, 1998. Returned to Steam Incorporated over the weekend of 6–7 June 2015 along with J 1234. There are plans to restore both D^A 1410 as well as J 1234 in the future.
• D^A 1429 (TMS DA 322) was purchased in 1987 by Tony Bachelor direct from NZR service. It moved around Auckland until leased to Tranz Rail in 1997 and saw regular service until 2003 when it ended up in stohops and later Otahuhu. In 2010, Bachelor sold the locomotive to Auckland enthusiast Dean McQuoid who had it moved to the GVR where it is now based and used occasionally. Mainline certified in early 2015.
• D^A 1431 (TMS DA 345) was purchased from NZ Rail in 1989 by Steam Incorporated. It was also placed on loan to the Railway Enthusiasts Society in 1998. Stored at the GVR until 2008, it returned to Paekakariki in 2008 for restoration with RES-owned guards' van F 345. The restored locomotive returned to service in 2009.
• D^A 1448 (TMS DA 512) was rebuilt in 1989 for Tasman Pulp & Paper as a heavy shunter DA 885. It returned to Tranz Rail control in 1999 and was rebuilt as DAR 517. Withdrawn in 2009 by Toll Rail. In 2010 the DAR was moved to Hutt Workshops for storage with no clear future.
• D^A 1471 (TMS DA 725) was retained by Palmerston North depot staff in 1988 as a heritage unit. In 2002 it was leased to Steam Incorporated but was called back from its restoration base at Masterton by Toll Rail in 2007. Stored at Hutt Workshops, the locomotive deteriorated until purchased by Steam Inc. for preservation in 2012. It is currently under restoration.

Only two of the locomotives, D^As 1429 and 1431 are currently mainline certified although there are plans for D^A 1401 to be so.

Class register

Key:	In service	Out of service	Preserved	Overhaul/Repair	Scrapped

Original no.	TMS no.	Introduced	Withdrawn	Livery	Notes
1400	11	September 1955	November 1983		Preserved, Museum of Transport and Technology. Formerly D^AA 1400.
1401	28	September 1955	July 1987		Preserved, Feilding and District Steam Rail Society. Formerly D^AA 1401.
1402	34	October 1955	February 1988		Scrapped. Formerly D^AA 1402.
1403	40	October 1955	February 1988		Scrapped. Formerly D^AA 1403.
1404	57	October 1955	February 1988		Scrapped. Formerly D^AA 1404.
1405		October 1955	April 1974		Scrapped. Written-off after an accident at Napier. Was rebuilt with Phase 3 components after an earlier accident in 1959.
1406	63	November 1955	February 1988		Scrapped. Formerly D^AA 1406.
1407	86	November 1955	April 1984		Scrapped.
1408	92	November 1955	March 1981		Scrapped.
1409	103	December 1955	November 1982		Scrapped.
1410	126	November 1955	June 1988		Preserved, Steam Incorporated. Returned to Paekakariki over the weekend of 6–7 June 2015 with J 1234
1411	132	November 1955	April 1984		Scrapped.
1412	149	December 1955	November 1982		Scrapped.
1413	155	December 1955	April 1983		Scrapped.
1414	161	December 1955	April 1986		Scrapped.
1415	178	January 1956	April 1983		Scrapped.
1416	184	December 1955	November 1983		Scrapped.
1417	190	December 1955	June 1986		Scrapped.
1418	201	December 1955	November 1983		Scrapped.
1419	218	December 1955	February 1988		Scrapped.
1420	224	December 1955	November 1983		Scrapped.
1421	230	January 1956	February 1986		Scrapped.
1422	247	December 1955	February 1986		Scrapped.
1423	253	December 1955	November 1983		Scrapped.
1424	276	January 1956	April 1983		Scrapped.
1425	282	December 1955	November 1983		Scrapped.
1426		January 1956	March 23, 1977		Scrapped. Head-on collision with D^X 2639 between Parnell and Newmarket.
1427	299	January 1956	November 1982		Scrapped.
1428	316	January 1956	November 1982		Scrapped.
1429	322	January 1956	December 1987		Preserved, Glenbrook Vintage Railway. Mainline certified.
1430	339	April 1957	May 1986		Scrapped.
1431	345	April 1957	June 1988		Preserved, Steam Incorporated. Mainline certified. Former Sesqui 1990 colours.
1432	351	June 1957	November 1983		Scrapped.
1433	368	June 1957	May 1984		Scrapped.
1434	374	July 1957	November 1983		Scrapped.
1435	380	July 1957	October 1985		Scrapped.
1436		August 1957	March 19, 1979		Scrapped. Written off after an accident at Matapihi, Tauranga.
1437	408	August 1957	February 1988		Scrapped.
1438	414	September 1957	May 1986		Scrapped.
1439	420	September 1957	March 1986		Scrapped.
1440	437	August 1961	February 1988		Scrapped.
1441		August 1961			Rebuilt as DC 4421
1442	443	August 1961	December 1988		Scrapped.
1443	466	August 1961	May 1986		Scrapped.
1444	472	August 1961	February 1989		Scrapped.
1445	489	August 1961	February 1989		Scrapped.
1446	495	August 1961			Rebuilt as DC 4513
1447	506	August 1961	December 1988		Scrapped.
1448	512	September 1961	2009	Toll Rail ("Corn Cob")	Sold to Tasman Forestry and rebuilt. Repurchased by Tranz Rail and designated DAR 517. Currently stored at Hutt Workshops
1449	529	September 1961	December 1988		Scrapped.
1450	535	September 1961	December 1988		Scrapped.
1451	541	September 1961	February 1988		Scrapped.
1452	558	October 1962	May 1989		Scrapped.
1453	564	November 1962			Rebuilt as DC 4916
1454	570	November 1962	August 1989		Scrapped.
1455		October 1962			Rebuilt as DC 4254
1456	587	November 1962			Rebuilt as DC 4945
1457	593	November 1962			Rebuilt as DC 4939
1458		November 1962			Rebuilt as DC 4450
1459	604	November 1962			Rebuilt as DC 4951
1460	610	November 1962	April 1989		Scrapped.
1461	627	November 1962	December 1988		Scrapped.
1462	633	October 1963	December 1988		Scrapped.
1463	656	October 1963	December 1988		Scrapped.
1464	662	October 1963			Rebuilt as DC 4565
1465	679	November 1963			Rebuilt as DC 4686
1466	685	November 1963			Rebuilt as DC 4640
1467	691	December 1963	December 1988		Scrapped.
1468	702	December 1963	December 1988		Scrapped.
1469	719	December 1963			Rebuilt as DC 4761.
1470		December 1963			Rebuilt as DC 4317.
1471	725	December 1963	August 1988		Preserved, Steam Incorporated.
1472	731	September 1964			Rebuilt as DC 4703
1473	748	October 1964	December 1988		Scrapped.
1474	754	October 1964			Rebuilt as DC 4634
1475	760	October 1964			Rebuilt as DC 4847
1476	777	September 1964			Rebuilt as DC 4784
1477	783	October 1964			Rebuilt as DC 4657
1478		September 1964			Rebuilt as DC 4162
1479	800	November 1964			Rebuilt as DC 4922
1480	817	November 1964			Rebuilt as DC 4692
1481	823	November 1964			Rebuilt as DC 4818
1482	846	December 1964			Rebuilt as DC 4790
1483		December 1964			Rebuilt as DC 4277
1484	852	November 1964			Rebuilt as DC 4801
1485	869	December 1964			Rebuilt as DC 4853
1486	875	December 1964			Rebuilt as DC 4824
1487	881	December 1964			Rebuilt as DC 4778
1488	898	December 1964			Rebuilt as DC 4663
1489	909	December 1964			Rebuilt as DC 4588
1490		December 1964			Rebuilt as DC 4323
1491	915	December 1964			Rebuilt as DC 4628
1492	921	March 1966			Rebuilt as DC 4876
1493		March 1966			Rebuilt as DC 4283
1494	938	March 1966			Rebuilt as DC 4726
1495	944	March 1966			Rebuilt as DC 4749
1496	950	March 1966			Rebuilt as DC 4755
1497		April 1966			Rebuilt as DC 4473
1498	967	May 1966			Rebuilt as DC 4611
1499	973	May 1966			Rebuilt as DC 4732
1500		May 1966			Rebuilt as DC 4185
1501		April 1966			Rebuilt as DC 4035
1502		May 1966			Rebuilt as DC 4248
1503		May 1966			Rebuilt as DC 4438
1504		September 1966			Rebuilt as DC 4058
1505		September 1966			Rebuilt as DC 4536
1506		September 1966			Rebuilt as DC 4225
1507		July 1966			Rebuilt as DC 4041
1508		July 1966			Rebuilt as DC 4191
1509		August 1966			Rebuilt as DC 4110
1510		July 1966			Rebuilt as DC 4369
1511		September 1966			Rebuilt as DC 4179
1512		August 1967			Rebuilt as DC 4064
1513		August 1967			Rebuilt as DC 4156
1514		September 1967			Rebuilt as DC 4070
1515		September 1967			Rebuilt as DC 4087
1516	996	August 1967			Rebuilt as DC 4830
1517		August 1967	May 1974		Scrapped. Written off after running into landslip at entrance to Fordell Tunnel in 1973.
1518		August 1967			Rebuilt as DC 4300
1519		September 1967			Rebuilt as DC 4133
1520		October 1967			Rebuilt as DC 4104
1521		October 1967			Rebuilt as DC 4127
1522		October 1967			Rebuilt as DC 4571
1523		October 1967			Rebuilt as DC 4093
1524		October 1967			Rebuilt as DC 4605
1525		September 1967			Rebuilt as DC 4006
1526		October 1967			Rebuilt as DC 4444
1527		October 1967			Rebuilt as DC 4219
1528		September 1967			Rebuilt as DC 4352
1529		November 1967			Rebuilt as DC 4231
1530		October 1967			Rebuilt as DC 4415
1531		October 1967			Rebuilt as DC 4260
1532		October 1967			Rebuilt as DC 4012
1533		November 1967			Rebuilt as DC 4029
1534		October 1967			Rebuilt as DC 4496
1535		October 1967			Rebuilt as DC 4202
1536		October 1967			Rebuilt as DC 4346
1537		November 1967			Rebuilt as DC 4542
1538		October 1967			Rebuilt as DC 4594
1539		November 1967			Rebuilt as DC 4559
1540		November 1967			Rebuilt as DC 4375
1541		November 1967			Rebuilt as DC 4467
1542		November 1967			Rebuilt as DC 4398
1543		November 1967			Rebuilt as DC 4409
1544		November 1967			Rebuilt as DC 4381
1545		November 1967			Rebuilt as DC 4507

Models

Brazilian model railways manufacturer Frateschi produces a DA class look-alike in HO scale.^[7]

New Zealand manufacturers Online Models^[8] and Railmaster^[9] also produce DA class kitsets in 1:64 scale (S scale narrow gauge, running on HO scale track).

References

Citations

1. Alecock, G.J., 'The Development of NIMT Motive Power Part 2', Rails Magazine, March 1993
2. Hurst 1995, p. 9.
3. Peters, Frank, 'The Da Story: The Diesel that did it', New Zealand Railfan, June 1995
4. Despite being nominally operational, D^A 1401 will require some remedial work before it can run on the mainline.
5. http://www.railtasmania.com/loco/loco.php?id=dc
6. In more recent years, the DH class has occasionally worked at Kawerau, and has been able to keep up with demands.
7. "Frateschi - Locomotivas". Frateschi. 7 March 2012.
8. "Online Models - DA class". 8 March 2012.
9. "Sn3 gallery". RailMaster.

Bibliography

• Hurst, Tony (1995). Farewell to Steam: Four Decades of Change on New Zealand Railways. HarperCollins Publishers (New Zealand). ISBN 1-86950-187-X.
• Parsons, David (2002). New Zealand Railway Motive Power 2002. New Zealand Railway and Locomotive Society. p. 64. ISBN 978-0-908573-78-3.