working For the first seven years from 1902 two D class 2-4-0T locomotives provided all the motive power required for both construction and running services. In 1909 they were supplemented by an FA class 0-6-2T, and in 1910 the first of six WA class 2-6-2T engines arrived, with the two D class locomotives being shipped away at about the same time. As the FA class locos aged they were themselves replaced by WW class 4-6-4Ts and BB class 4-8-0 locomotives. Finally in 1952 AB class 4-6-2 Pacifics were introduced. The large tender on the ABs limited visibility when running backwards, so to ensure the line could be worked safely by these more powerful engines NZR installed a turning triangle at Moutohora station. Previous to this all engines had run smokebox first towards Moutohora and bunker first on their return. Despite the heavy gradients train working was not as difficult as may have been expected. Most of the uphill traffic comprised empty wagons being sent to transport the district's primary produce back to Gisborne. The heavy downhill trains required more braking power than tractive effort, and special train management rules were in place to ensure a safe descent into Poverty Bay. Closure As freight volumes continued to decrease the viability of the branch came into question, particularly as it was now clear the connection with the Bay of Plenty would never be made. In 1952 a Royal Commission was appointed to look into the profitability of branch lines, including the Moutohora branch. The Commission sanctioned the retention of the branch for the time being, but made it clear to the local citizens that it was a case of "use it or lose it." The development of aerial topdressing led to a short-term increase in freight traffic towards the middle of 1952, as large volumes of superphosphate were required in the district. This did not last and after lingering on for a few more years the end came in 1959, by which time keeping the line open cost more than three times its annual revenue. Despite the activities of a Railway Promotion League persisting into the 1950s to have the line extended to Taneatua, the branch officially closed on 14 March 1959. The last working train ran a month later, on 14 April, bringing out a final load of road metal for highway improvements that would use the railway alignment once the