Japan's First Ten Steam Engines in 1872
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| Shinbashi station 1898.
(Photo credit to Railroad Museum) |
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The reconstructed station building on the original site. From the same place, an upper photo. Apr 2009 |
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The first Japanese railroad construction was started in 1870. And then it fully opened between Shinbashi and Yokohama on October 14 1872. At that time, ten steam locomotives were imported from Great Britain. But, on the opening day of Shinbashi - Yokohama, it is not known what engines were used, and it still remains unknown. They were manufactured before 1871, six classses of twelve engines were imported to Japan, that much is clear. A total of ten engines were working during December 1872 until December 1874 .... this was mentioned in a most famous Japanese railway history book "Nihon Tetsudo Shi, but class names were not mentioned in the book. One of the railway history books published in 1920, mentioned that, "It was operated by a 0-2-1 TENDER engine during opening days", but, there is no evidence to support that theory. Yet, there was a report presented by the first Engine Inspector, F.C. Christy. He wrote that "The first ten engines used were 2-4-0 TANK engines." This report's translation was taken from JR official railroad historys. This is the most trusted record of "Japan's first 10 engines" at the moment. |
| No. 1 | 
(Photo credit to Railway Museum) |
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The first Japanese engine was manufactured at the
Vulcan Foundry Ltd,
It's manufactured number was 614. The design plan mentioned "Oct 16th 1870". This probably was the date that it's design was completed. Seen here is the only remaining photograph from the manufacturer and if compared to present day photos, there is a major gap in appearance in engines seen today. According to Christy, "No.1 was manufactured at the Vulcan Foundry. But it's present condition is very bad. I tried repairing it, but I'm quite disqualified to do so if used for passenger trains." ..... So, it would appear that No.1 engine's performance was not particularly satisfactory.
No.1 was moved to the Osaka area from the Tokyo area during November 1880. In those days, there was an opening between Kobe and Otsu as part of the Tokaido line, but in reality, what exact sections saw its service remains unclear. During July 1884 to June 1885, No.1 received a makeover at the Kobe works. This fundamental reconstruction probably overcame some of the original flaws. It was then that its appearance changed. After that, No.1 was moved to Handa (Near Nagoya, Taketoyo line ), and was used for Chuo line construction. After completion of work on the Chuo and Tokaido line, No.1 was continuously used on the Taketoyo line, and was later moved for switching operations in the Osaka area. Later, No.1 was renamed to class 150, when class names were revised during 1906. During the 1st of April 1911, No.150 was retired from the government-railway, and was sold to the newly opened Shimabara Railway Co. and it's number was changed to Shimabara's No.1. (Shimabara Railway Co. was opened during June 20 1911) During Shimabara's Railway time, No.1 was exhibited in Fukuoka during the 50th anniversary of railroading in 1922. No.1 was gradually accepted as being historically worthwhile, accordingly, No.1 was given back to the government-railway. During June 1930, No.1 was exchanged with an another engine (Class 600 No.656) and given back to the government-railway. During this time, Shimabara Railway's president placed a plate " Farewell with fondness of our hearts " and it is still there on No.1's main frame. ..... please refer to my preserved engine No.1 page. |
Shimabara Railway placed this plate. " Farewell with fondness of our hearts. June 1930. Shimabara Railway Co. President Gentaro Ueki" |
 Shimabara Railway years during 1911-1930. (Photo credit to Shimabara Railway Co.) |
| 1871 | Manufactured |
| 1894 | Class renamed ; Class E No.1 |
| 1898 | Class renamed ; Class A1 No.1 |
| 1909 | Class renamed ; Class 150 No.150 |
| 1911 | Moved to Shimabara Railway co. and named No.1 |
| 1930 | Back to government railway, and was in safekeeping at Omiya works |
| 1936 | Moved to Manseibashi Tokyo Railway Museum |
| 2007 | Moved to Omiya from museum relocation |
| Configuration | 2-4-0 | Dimensions Length (mm) | 3569
| Engine Weight (Operating tons) | 23.45
| Driver size (mm diameter) | 1321
| Boiler pressure (Kg/cm2) | 9.84
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| No. 2 - 5 |
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Numbers 2, 3, 4 and 5 were manufactured at the
Sharp Stewart and Company,
their manufactured numbers were 2101, 2102, 2103 and 2104. They were regarded as the best of the imported engines and were most actively used.... Also Christy's report stated that "No.2-5 were the most dependable engines ......" During 1876, numbering rules were revised, so the Tokyo area was assigned to odd numbers, and the Osaka area was assigned to even numbers. According to this amendment, they were renumbered so that No.2 became No.17, No.3 became No.19, No.4 became No.15 and No.5 became No.13. There seemed to be no natural order in the numbering system used at that time, which became more apparent as time progressed. This was later clarified with confirmation of the original manufactured numbers. During 1883-1885, they all worked on Tohoku line construction in the Tokyo area. After 1886, they were used for switching operations and short-range services. During 1906, there was a large scale amendment of Class names and Numbers. Their class names were changed to 160, and their numbers were changed to ; No.13 (ex-No.5) to No.160, No.15 (ex-No.4) to No.161, No.17 (ex-No.2) to No.162 and No.19 (ex-No.3) to No.163. And were later moved for Nagoya area's switching operations ...... During April 1911, all of the class 160s were retired from the government-railway, and were sold to the Shimabara Railway Co. And numbers were again changed. No.160 to Shimabara's No.2, No.161 to Shimabara's No.3, No.162 to Shimabara's No.4, No.163 to Shimabara's No.5. Shimabara's No.3 (ex-No.4->15->161) was later sold to Unzen Railway Co. (Nagasaki prefecture ) during Mar 1927. But this Railway company was closed during Aug 1938. Accordingly, ex-No.4 was also retired and later scrapped. Shimabara's No.5 (ex-No.3->19->163) was sold to Tohi Railway Co. (Kumamoto prefecture) from Shimabara Railway Co. during Jul 1927. Tohi Railway altered its corporate name to Kyushu-Chikuhi Railway Co. during January 1929, but it was later closed during 1938. ex-No.3 was also retired and scrapped during that year. Of these remaining, two 160s were with Shimabara Railways. Shimabara's No.2 (ex-No.5->13->160) was later renamed to No.28 during 1948, and worked until Mar 1955. And it was later scrapped after retirement. The other Shimabara's No.4 (ex-No.2->17->162), was also renamed to No.3 (for the 2nd time) during 1943, and was renamed again to No.27 during 1948. Finally, ex-No.2 worked until Mar 1955, and was later scrapped. |
| Configuration | 2-4-0 | Dimensions Length (mm) | 3683
| Engine Weight (Operating tons) | 21.69
| Driver size (mm diameter) | 1346
| Boiler pressure (Kg/cm2) | 8.4
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No.2 |
No.3 | |||||||||||||||||||||||||||||||||||
Shimabara Railway's No.4 time, Apr 1937. (Photo by J.Gohoichi) |
No.3 imported time. | |||||||||||||||||||||||||||||||||||
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No.4 |
No.5 | ||||||||||||||||||||||||||||||||
Names during the 15 year period 1876-1909 (Photo credit to Railway Museum) |
Names during the 13 year period 1876-1909 (Photo credit to Railway Museum) | ||||||||||||||||||||||||||||||||
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| No. 6, 7 |
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No.6 and 7 were manufactured at the Avonside Engine Company during 1870 - 1871,
their manufactured numbers were 834 and 835.
During 1876, Tokyo area engine numbers were changed to odd numbers. From this amendment, No.6 was changed to No.5. (No.7 was not changed). They were used on the Shinbashi - Yokohama line until June 1884, but during the spring of 1885, they were lent to the semigovernmental railroad corporation Nippon Railway, and were used between Nakada (Koga city) and Utsunomiya. And they were returned during November 1886. No.7 was moved to the Sagami river bridge for construction on the Tokaido line. And No.5 went to Numazu and was used for Tokaido line construction. After completion of the Tokaido line, both engines were returned back to Shinbashi - Yokohama, and were used for none- commercial operations. (backup to construction etc ....) A mystery still remains as to what actually happened to the engines.... A paper recorded that "Two engines (no record as to what classes) were moved out to Formosa (Taiwan - Taiwan was a Japanese territory during 1895 to 1945)". These "Two-Engines were speculated to as being No.5 (ex-No.6) and No.7. But on the Taiwan end, they stated that there was only one engine and it was No.7. So where had No.5 engine gone ..... ? Was another engine sent to Taiwan ? not No.5 ?? One theory states that No.5 may have been scrapped in Japan, ..... while another supposition is, that it fell from a ship while being transported to Taiwan ...... But, one thing is for sure, that engine didn't arrive in Taiwan. There is one assumption ..... During the 4th of October 1901, a Japanese ship named the "Tsuruhiko-maru" sailed from Kobe to Taiwan. It was carring a steam locomotive. But, the Tsuruhiko-maru was shipwrecked by a typhoon, and sank offshore near Nagasaki Goto Island during the 7th of October 1901..... and 48 passengers died. This ship carried "One Steam engine" and it was Kisha Seizo Co's No.1 engine (2-4-2 Tank Engine the same as Class 800).... as originally-conceived. But there is another theory that, Kisha Seizo's No.1 engine had already arrived on Taiwan on another ship at an earlier time. So, it is very possible that the engine on the Turuhiko-maru was engine No.5 !? ... no one knows the true story. But this later theory seems to be the most accepted theory during recent years. ..... please refer to my preserved No.7 page. |
| Configuration | 2-4-0 | Dimensions Length (mm) | 7912
| Engine Weight (Operating tons) | 24.59
| Driver size (mm diameter) | 1219
| Boiler pressure (Kg/cm2) | 8.4
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No.6 |
No.7 | |||||||||||||||||||||||
Names during the 5 year period 1876-1900 (Photo S.Kawakami position) |
Oiso, Tokaido line (Photo credit to Railway Museum) | |||||||||||||||||||||||
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| No. 8, 9 |
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Dubs and Company's
No.8, manufactured number 436, and No.9 manufactured number 437, had a very unique appearance. The engine did not have a braking system. Their braking operation was done by being connected to a "Brake Van". Therefore, the engine could not load coal on the rear, so, coal was loaded on abnormally large side water tanks. The Brake Van was an unpopular system even during later years in Japan. The brake van system was virtually unknown in Japan, particularly for followers interested in Japanese railroad history....... so engines No.8 and No.9 raised such questions as to why they had such a system. During 1873, the Brake Van system was removed and the braking system was in the engine's main body. During 1876, Tokyo area engine numbers were changed to odd numbers. From this amendment, No.8 was changed to No.11. (No.9 was not changed). No.9 was beyond recognition having been reconstructed during 1896, also No.11 had been done so during 1897. They were used in the Tokyo area for a long time, but after great reconstruction, they were moved to Osaka and the Nagoya area during 1898. No.9 and No.11 were renamed to class 190. No.190 and No.191 numbers were revised in 1906. But soon after during the 20th of October 1911, they were moved to the Bisai Railway Co. in Nagoya. Bisai Rail renamed No.190 to No.21, and No.191 to No.22. Bisai Railway's No.21 (ex-No.9) and No.22(ex-No.8) were retired during 1927, and were later scrapped. |
| Configuration | 2-4-0 | Dimensions Length (mm) | 6807
| Engine Weight (Operating tons) | 28.45
| Driver size (mm diameter) | 1410
| Boiler pressure (Kg/cm2) | 9.8
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No.8 |
No.9 | |||||||||||||||||||||||||||
Names during the 11 year period 1876-1909 Shinbashi station (Photo S.Usui position) |
(Photo credit to Railway Museum) | |||||||||||||||||||||||||||
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| No. 10 | 
Names during the 3 year period 1876-1909 (Photo credit to Railway Museum) |
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Yorkshire Engine Company's No.10, it's manufactured number was 614.
It would appear that No.10's engine performance was not particularly satisfactory. Christy's report also mentioned that "No.10 was not in very good condition, the more it was checked, the more troubles were found ... No. 10's performance could not be relied upon at all." No.10 gained a bad reputation from Christy. Interestingly enough, No.10 was not greatly remodeled during her life. It would seem that if it's condition was not good.....remodling would be a natural outcome. Tokyo area's engine numbers were changed to odd numbers during 1876. So, No.10 was changed to No.3. During November 1880, No.3 was moved to Osaka area with No.1, and it was used on the Kobe - Otsu as part of the Tokaido line. During April 1885, it was moved back to the Tokyo area, and was used on the Yamanote line for the Nippon Railway Co. Afterward, it was used for Tokaido line construction. After completion of the Tokaido line, No.3 was returned back to Shinbashi -Yokohama, and it was used for switching operations at Shinbashi etc .... During 1906, it was renamed to class 110, No.110 from the class name revision. During those days, it was again moved to the Osaka and Nagoya area. No.3 was exhibited during the 50th anniversary of railroads in 1922. Lastly, No.3 (ex-No.10) was retired during December 1923, and was moved to the Omiya works. ..... please refer to my preserved No.10 page. |
| 1871 | Manufactured |
| 1876 | Renumbered ; No.3 |
| 1894 | Class renamed ; Class A, No.3 |
| 1898 | Class renamed ; Class A2, No.3 |
| 1909 | Class renamed ; Class 110 No.110 |
| 1924 | Retired and was safekeeping in Omiya works |
| 1961 | Moved to Ome Railway Park. |
| Configuration | 2-4-0 | Dimensions Length (mm) | 7188
| Engine Weight (Operating tons) | 23.01
| Driver size (mm diameter) | 1245
| Boiler pressure (Kg/cm2) | 7.7
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This concludes my description of the first Ten Steam Engines in 1872. But as I mentioned in the opening sentence, " six classses of twelve engines were imported to Japan..... ". I would now like to describe two engines of 0-4-2 type Tender Engines. |
| No. 11, 12 |
No.12 Names during the 4 year period 1876-1909 (Photo credit to Railway Museum) |
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During 1871, there were two other imported engines from the UK. They were No.11 and 12 (by estimation), and were manufactured at the Sharp Stewart and Company, their manufactured numbers were 2141 and 2142. But in later years, their manufactured number plates were reversed. In fact, the earlier numbered engine had a No.2142, and a later numbered engine had a No.2141. When and where were they switched ? .... or were they reversed from the beginning ? It is not clear .......... During the initial phases of history theory, they were used in the Tokyo area first. However, recently, this theory is alleged to be wrong. They were used in the Osaka area from the very beginning, that theory has become the more popular. After they were imported, they were called "A" and "B", but this is uncorroborated. Osaka area's engine numbers were changed to even numbers during 1876. So, No.11 and 12 were changed to No.2 and 4. They were used in the Osaka area for a long time. Later No.2 and 4 were renamed to class 5000, No.5000 and 5001 from class name revisions during 1906. No.5000 was moved to the Nagoya area and No.5001 was moved to the Tokyo area, they were used in those areas. Afterword, Tokyo's No.5001 was retired during Dec 1919, and was scrapped. Nagoya's No.5000 was used until Nov 1921, but was later decided to be preserved. As a result, No.5000 was moved and kept in the Shiodome (Original Shinbashi Tokyo depot). But, 2 years later, during September 1923, No.5000 was damaged from the Kanto great earthquake. Thereafter, it was moved to Shinagawa yard, and was later moved to the Oi works in Tokyo during 1931. But it remained in dilapidated condition ... and finally she was scrapped during WW2. |
| No.11 | No.12 | |||||||||||||||||||||||||||||
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| No.5000 (ex-No.11) soon after an earthquake | This is a photograph of the original engine plate stored at the Saitama Railway Museum. |
| Configuration | 0-4-2 | Dimensions Length (mm) | 13221
| Engine Weight (Operating tons) | 26.19
| Driver size (mm diameter) | 1410
| Boiler pressure (Kg/cm2) | 9.8
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Afterword, the number of Japanese Steam engines increased.
During 1872 to 1876, early imported Japanese engine names were not designated by model. They were named only in the order of their importation number only. This serial numbering system continueed until 1876. After the numbering reached 30 in 1876, the numbering system was dropped for class name revisions. I have hereby presented ; Japan's first 30 steam engines. These numbers include estimated numbers. Of these 30 engines, five engines were preserved and you can still see them in Japanese museums. Three of the engines are preserved from the above first ten engines, and two engines are preserved from No.11 to No.31. 
Preserved Engines among Japan's first 30 steam engines.  |