Japan's first 30 steam engines

and those... now preserved.



Manufactured during 1873, imported from UK's
Kaya Railway Co No.2 (ex-No.16).

Preserved Engines among Japan's first 30 steam engines.

No. 1
Railway Museum's No.1
Apr 2009



..... continuation of No.1's story.

Finally, No.1 closed down her active srevice from Shimabara Railway. It arrived at Tokyo's Shinagawa port during 12 July 1911. No.1 was exhibited at the Omiya works Museum after being repaired.

During April 1936, a new Railway Museum was built in Manseibashi Tokyo. The exhibition was moved from the old Gofukubashi museum to Manseibashi. With the new museums opening, No.1 was exhibited in the new museum.

According to a 22 April 1936 newspaper, Government Railway's first engine departed from the Omiya works Museum at 3 AM, being pulled by a tractor. After 8 hours and 28 Kms, at 11AM on the 21st, it arrived at Manseibashi's new Railway Museum.
The new Railway Museum was opened on the 26th of April 1936. (The Railway Museum was renamed ...... The Transportation Museum during 1948)

No.1 has been exhibited for over 70 years at Manseibashi's Transportation Museum.
But during October 2007, the Museum was moved to Saitama. At that time No.1 was also moved to Saitama together with other exhibited engines. No.1 is now on exhibit at the Saitama Railway Museum.







No. 7

..... continuation of the No.7's story.

No.7 was moved to Taiwan during 1901 and was renamed No.9 during 1906. It was used for South Taiwan's main line construction. No.9 was active until 1926 and then it retired. After retirement, No.9 was preserved at Taihoku park.

Taihoku park was renamed to " 228 Peace Memorial Park " during February 1996.
But, the engine remained in dilapidated condition for a long time. During Jul 2003, a new exhibition shed was built, and it can now be seen in a glass-shed.

But I personally have a question relative to No.9's description.
The description mentioned that ".... No.9 (class A2-4-0T) operations began during 1895 ..." I think that year is wrong. I already wrote No.9 (ex-No.7) was moved to Taiwan during 1901. This year of 1901, formed the basis of 1901's documentation by the Japanese Government Railway.

Also, the National Taiwan Museum's website mentioned in regard to Outdoor Exhibitions of Old Locomotives that ;

" .......... the Taiwan Railway No. 9 locomotive was imported from Japan in 1895 and was in service during the Japanese occupation years. "

Taiwan Museum's website

During 1895 the First Sino-Japanese War ended. Ching (old China) ceded Taiwan to Japan as war reparations during that year. And the " Governor-General of Taiwan Railway Section " was established during 1899. During 1895 Taiwan's railway was still under control by the Japanese military. And it was retained in records, that ex-No.7's class name was changed from "Class C" to "Class A3" during 1898 while still under Japanese railways active time.

So, still I do not know, what the basis is for Taiwan's Museum using the year of 1895 ....




No. 10

Ome Railway Park's No.110 (ex-No.10)
on the left during 1971

..... continuation of No.10's story.

No.110 (ex-No.10) was retired during December 1923, and later was moved to the exhibition pavilion at Omiya works. During WW2, Omiya's exhibition pavilion was burned down by an air raid, but fortunately No.110 escaped the fire.

After the war, No.110 remained in a dilapidated condition in the chaos of postwar. During 1951, a small shopping area was built at the Omiya works. This was a set up of a few stands inside of a stationary small train car. No.110 was set ahead of this train. And painted on the left side tank, it read "Omiya works Train Town Mall".

Afterwards, No.110 was designated a Railway Monument during October 1961. When selecting a historical steam locomotive during the 90th anniversary of railroads in 1962, No.110 was selected because of its historic value. And No.110 (ex-No.10) was improved upon and was preserved in the Ome Railway Park.



Opened right side
Ome Railway Park, 1970

Ome Railway Park 1966






No. 16


( No.13-16 )

Kaya Railway's No.2 (ex-No.16)
Jan 1972

In western Japan, two years later in 1874, a line opened between Osaka and Kobe and later, separately connected to Tokyo. Four tank and two tender locomotives (No.11 and 12) were imported from Britain for the opening between Osaka and Kobe.

Four of the Tank-Engines were manufactured by Robert Stephenson and Company and their manufactured numbers were 2102, 2103, 2104 and 2105. They were consequently named No.13, 14, 15 and 16. (presumption)
During 1876, numbering rules were revised, Tokyo area was assigned to odd numbers, Osaka area was assigned to even numbers. From the revision, Osaka area numbers were changed to ; No.13 to No.6, No.14 to No.8, No.15 to No.10 and No.16 to No.12.

During July 1884 to June 1885, they were moved to the Tokyo area.
During 1906, their class name was changed to Class 120, and their numbers were ; No.6 (ex-No.13) to No.120, No.8(ex-No.14) to No.121, No.10 (ex-No.15) to No.122 and No.12 (ex-No.16) to No.123.


No.16's builder plate.
No.120 and No.122 were sold to the Mikawa Railway Co. (now Nagoya Railway Co. Mikawa line) during 1914 and 1915, and they were used on this line. Afterwards, No.120 and 122 were retired during 1934 and were scrapped.

No.121 was sold to the Hinokami Railway Co. (now Kisuki line between Kisuki and Shinji) during March 1915 and named to Hikami's No.1.
The Hinokami Railway Co. was socialized during the 1st of August, 1934, therefore, Hinokami's No.1 was renationalized and changed back to No.121.
Later No.121 was again sold to Nanso Railway Co. (Chiba prefecture) and was named Nanso's No.1. Nanso Railway suspended line service during 1939 and was closed during 1944(?). After Nanso Railway closed, No.121 was missing and feared lost.

No.123 was also sold to the Hinokami Railway Co. and was named as Hinokami's No.2. It was moved to the Kaya railway Co. during November 1926. Later, No.2 was actived on Kaya Railway and retired in 1956. After retirement, the company kept that engine in it's own depot.
The Kaya railway Co. was closed on the 1st of May 1985, and the site of Kaya station was remade to the Kaya museum. Later No.2 (ex-No.16) was exhibited at that museum.
And No.2 was designated as a nationally important cultural property during June 2005.


1873 Manufactured
1876 Renumbered ; No.12
1894 Class renamed ; Class F
1898 Class renamed ; Class A4
1909 Class renamed ; Class 120 No.123
1911 Moved Hinokami Railway co. No.2
1926 Moved Kaya Railway co. No.2
1956 Retired and preserved.
1985 Kaya railway service closed.
Opened Kaya Steam Locomotive Square.
2005 Was designated an important national cultural property.


The same as class as No.16's No.8 (ex-No.14)
No.8 (after No.121) was missing after retirement
during 1939-1944.


Configuration 2-4-0 Dimensions Length (mm) 8179
Engine Weight (Operating tons) 23.37 Driver size (mm diameter) 1346
Boiler pressure (Kg/cm2) 8.0




No.2 Kaya depot, 1973.


No.2 during active service days
on the Kaya Railway, Apr 1939.
(Photo credit to K.Nishio)






No. 23


( No.22, 23 )

No.12 (ex-No.23) during in inactive-preservation time.
Meiji Mura Museum 1968.

Two years after the opening of the Japanese railway between Shinbashi and Yokohama, two more engines were added in 1874.
The added engines were the efficient No.2-5s from the list above and were from the Sharp Stewart Co. And their manufactured numbers were 2420 and 2421. These were named No.22 and 23.

After their arrival in Japan, both engines were used in the Tokyo area from January - June 1875.
The Tokyo area engine numbers were changed to odd numbers during 1876. So, No.22 was changed to No.21. (No.23 was not changed).
After a long period of time, both engines were active at Shinbashi in Tokyo.
Afterward, their class name was changed to Class 160 with four other Sharp Stewart's No.13,15,17 and 19 (ex-No.2-5), they were named ; No.21 (ex-No.22) to No.164, No.23 to No.165. And later they were moved to the Osaka area.

On the 31st of January 1911, No.164 and 165 were later exchanged with No.2 (later named to class 2850 No.2852) and No.3 (later named to class 600 No.673) and moved to Bisai Railway and thier names were changed to Bisai Railway's No.11 and No.12.

At 31st January 1911, No.164 and 165 were exchanged from Bisai Railway Co.'s No.2 (later named to class 2850 No.2852) and No.3 (later named to class 600 No.673). No.164 and 165 were moved to Bisai Rail and name changed to Bisai Railway's No.11 and No.12.

No.11 (ex-No.22) was retired and scrapped early before WW2.

No.12 (ex-No.23) was used until 1952, mainly with switching operations in Owari-Ichinomiya. And was later retired during October 1957.
Due to its historical value and need for safekeeping, it was later preserved at the Meitetsu Line Park during 1963. Then, it was exhibited in the park's museum until the Museum Meiji-Mura opening.
During 1965, No.12 was moved to the newly opened Meiji-Mura Museum. It was on Inactive-preservation status and later it was restored during 1973.
No.12 became active as the steam train on the Meji-Mura line. The Boiler was restored during 1985. No.12 was the oldest restored steam engine in Japan.


1874 Manufactured
1894 Class renamed ; Class B, No.23
1898 Class renamed ; Class A6, No.23
1909 Class renamed ; Class 160 No.165
1911 Moved Bisai Railway Co. and named No.12.
1957 Retired and preserved in Meitetu Line Park.
1965 Moved to Museum Meiji-Mura.
1973 Started restored train service.
1985 Boiler renewed.


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




Restored Meiji-mura's No.12
1986

No.23 during it's active service days 1874-1909.






Japan's first ten steam engines.