APPENDIX

ORIGINAL METROPOLITAN TERMINII OF PRINCIPAL MEIJI ERA NON-GOVERNMENT RAILWAYS

Hankai/Nankai Tetsudo Namba (Osaka)
Kansai Tetsudo Minatomachi (Osaka)
Aichi station (Nagoya)
Kobu Tetsudo Iidamachi (running rights to Manseibashi)
Koya Tetsudo Shiomibashi
Kyoto Tetsudo Nijo (with Tambaguchi intermediate station and running rights to Kyoto station)
Nippon Tetsudo Ueno (running rights to Shimbashi via Akabane)
San'yo Tetsudo Hyogo (running rights to Kobe Station)
Sobu Tetsudo Honjo (renamed Kinshicho in 1915)
Tobu Tetsudo from 1899: Senju/from 1902: Azumabashi, renamed Akasuka in 1909, present day Narihirabashi

WORKSHOP LOCATIONS

IJGR Kobe (loco building ceased in 1909)
Nagano
Shimbashi/Hamamatsu
Takatori (moved from Kobe shops)
Tsuchizaki
HTTKK Temiya (later IJGR)
Kansai Yokkaichi (later IJGR)
Kyushu Kokura (later IJGR)
Nippon Tetsudo Omiya (later IJGR)
San'yo Tetsudo Hyogo (later IJGR)

GAUGE EQUIVALENTS AND REPRESENTATIVE LINES

576mm = 1 shaku 9 sun (Gumma Basha)
600mm (Chiba-ken, Narita)
610mm = 2' 0" (Aso, Kishu Mine, Mamurogawa, Musashino Mura, Perry's Gift Railway, Tateyama)
635mm = 2' 1" (Iwafune Jinsha)
660mm (Kito Basha)
666mm = 2 shaku 2 sun (Yamanashi Basha, Hongo)
737mm = 2' 5" (Furukawa Basha, Shinagawa Basha)
750mm = 2' 5½" (Japanese logging railways)
753mm = 2 shaku 5 sun (Fuhoku)
762mm = 2' 6" (Glover Co. demo line, Kinki Nippon, Kurobe Valley, Seibu)
838mm = 2' 9" (Kamaishi, early Hankai)
914mm = 3' 0" (Koiwai Kido, Otaru Tetsudo, Yutoku Kido, several Kyushu lines)
1000mm = 3' 3" (Meter gauge)
1067mm = 3' 6" (Japanese Standard Gauge, "Cape Gauge")
1372mm = 4' 6" (lokyo, Hakodate, & Yokohama Tramways, Tokyu Tetsudo Setagaya Line, Tokyo Metro Shinjuku Line, Keio Tetsudo)
1391mm = 4' 6¾" (Akita Municipal Tramway)
1435mm = 4' 8½" (World Standard Gauge, Shinkansen, Tokyo Subway, Keisei, Keihan, Hankyu, Hanshin, Hokusou Kaihatsu, Keihin Kyuko, Kintetsu, Nishi Nippon, Hakone Tozan)

Gauges shown in bold were based on a traditional Japanese measurement: 1 shaku = 10 sun = 303.03mm.

IJGR LOCOMOTIVE NUMBERING SCHEMES 1872–1909

1872–1874

(Up to opening of the Kōbe–Ōsaka Line)

Class Running Number(s) Builder 1909 Designation
A 10 Yorkshire 110
B 2, 3, 4, 5 Sharp Stewart 160
C 6,7 Avonside (none, moved to Taiwan)
D 8,9 Dubs 190
E 1 Vulcan 150

* * * * * * * * *

1874–1891

(Up to opening of the Tokaidō Line)

With the opening of the Kōbe–Ōsaka Line in 1874, locomotives running on the Shimbashi line were assigned odd numbers, while locomotives on the Kōbe– Ōsaka–Kyōto and the later Tsuruga–Nagahama-Ōgaki Lines were assigned even numbers. Abt cogged locomotives for the Shin’etsu line were also given even numbers, while conventional steam locomotives on that line were given odd numbers. Classes of locomotives were assigned a single letter designation from the Roman alphabet, and after the Romaji alphabet had been exhausted, the system was continued in “AA”, “AB”, “AC”, “AD”, etc. fashion. Those running numbers for which records remain or have been discovered are as follows:

Shimbashi Line (renumbering):

Class Renumbered Builder 1909 Designation
A 10→3 Yorkshire 110
B 2, 3, 4, 5→ 13, 15, 17, 19 Sharp Stewart 160
C 6, 7→ 5, 7 Avonside (none, moved to Taiwan)
D 8, 9→ 9, 111 Dubs 190
E 1→1 Vulcan 150

Kōbe–Ōsaka–Kyōto Line

Class Running Number(s) Builder 1909 Designation
F 6, 8, 10, 12 Stephenson (2-4-0T) 120
H 22, 24 Manning Wardle 1290
(0-6-0T)
N (L on 14, 16, 18, 20 Kitson (0-6-0T; 2 5100/7010
reb'ld.) rebuilt as 4-4-0s/2
rebuilt as 0-6-0s)
O 2, 4 Sharp Stewart (0-4-2) 5000
Z 70, 72, 74, 76, 78, 80 Dubs 1850

Tsuruga–Nagahama–Ōgaki Line

Class Running Number(s) Builder 1909 Designation
Y 54, 56, 58, 60, 62, 64, 66, 68 Kitson (0-6-0T) 1800

Naoetsu–Ueda (later Shin’etsu) Line

Class Running Number(s) Builder 1909 Designation
I 59,77,79,81,83, 85, 87, 190 Nasmyth Wilson 1100
Z 61, 63, 65, 67, 97, 99, 101, 103 Dubs 1850

* * * * * * * * *

1891–1909 (with 1909 equivalents shown)

Locomotives were given a running number, in addition to a two-character class designation consisting of a letter and number (e.g. A8), carried on a small brass oval plate beneath the running number on cab or tank side. Numbering within a class was not necessarily contiguous.

“A” Classes (four-coupled side tank locomives):

A1, A2, A3, A4, A5, A6, A7, A8, A9, A10

“B” Classes (six-coupled side tank locomotives):

B1, B2, B3, B4, B5, B6, B7

“C” Classes (Abt system geared locomotives for the Usui Line):

C1, C2, C3

“D” Classes (four-coupled tender locomotives):

D1, D2, D3, D4, D5, D6, D7, D8, D9, D10, D11, D12

“E” Classes (six-coupled tender locomotives):

E1, E2, E3, E4, E5, E6, E7

“F” Classes (eight-coupled tender locomotives):

F1, F2

1874 Scheme to 1891 Scheme Conversion Table

1874 Scheme 1891 Scheme 1874 Scheme 1891 Scheme
E A1 P D4
A A2 R D5 (Beyer-Peacock versions)
C A3 T D5 (Neilson versions)
G A4 AF D6 (Beyer-Peacock versions)
D A5 AF D6 (Neilson versions)
B A6 & A7 AM D8
H B1 AN D9
Y B2 (Kitson versions) U E1 (Kitson versions)
Z B2 (Dubs versions) U E1 (Vulcan versions)
I B3 & B4 V E2
AB B5 X E3
AD C1 AG E4
AH C2 AK E5
O D1 AL E6
N D2 AQ E7
S D3

1891 Scheme to 1909 Scheme Conversion Table

A Classesii B Classesiii C Classesiv D Classesv E Classesvi F Classesvii
A1→ 150 B1→ 1290 C1→ 3900 D1→ 5000 E1→ 7010 F1→ 9150
A2→ 110 B2→ 1800viii C2→ 3920 D2→ 5100 E1→ 7030 F2→ 9200
A3→ ix B2→ 1850x C3→ 3950 D3→ 5490xi E2→ 7450
A4→ 140 B3→ 1060 C3→ 3980 D4→ 5130 E3→ 8150
A5→ 190 B3→ 1100xii D5→ 5300xiii E4→ 7700
A6→ 160xiv B4→ 1100xv D5→ 5400xvi E5→ 7900
A7→ 160xvii B5→ 3080 D6→ 5500xviii E6→ 7950
A8→ 400xix B6→ 2100 D6→ 5630xx E7→ 8100xxi
A8→ 500xxii B6→ 2120 D7→ 5680
A8→ 600xxiii B6→ 2400 D8→ 6150
A8→ 700xxiv B6→ 2500 D9→ 6200
A9→ 860 B7→ 3150 D9→ 6270
A10→ 230 D9→ 6300
D9→ 6350
D10→ 5700
D11→ 5160
D12→ 6400

Note: Arrows indicate the change from the 1891 class designation (shown before the arrow) to the 1909 designation (shown after the arrow), e.g. the 1891 scheme’s A1 Class was designated Class 150 in 1909.

Francis Trevithick’s 1894 Proposed Classification Scheme (not adopted)

A Classes: Small side-tank Engines

B Classes: Side-tank Engines for the Main Line

C Classes: Passenger Tender Engines for the Main Line

D Classes: Large Tender Engines for heavy gradients

E Classes: Large Tank Engines for heavy gradients

F Classes: Large Tank Engines for the Abt System

* * * * * * * * *

1909 (to 1928)xxv

Lettered class designations were discontinued. A numbering system was adopted that was similar to the one used on the United Kingdom’s Great Western Railway. Locomotives for mainline services were assigned four-digit class numbers, the first two digits of which represented the class, and the last two digits of which was the locomotive’s identification. Thus loco 6200 was the first loco in the 6200 class, 6201 the second, and so forth. Sub-classes could be designated by the third digit, thus loco 6352 was the third-numbered member of the 6350 class. 1912 saw the start of the practice of assigning class ranges of scrapped or withdrawn locomotives (i.e. “vacant ranges”) to newly-rebuilt locomotives, starting with the 2700 range. The redesignated class assignments of rebuild classes after 1912 are not listed here.

Classes were officially grouped in the following ranges:

Below 999 Two-coupled tank engines
1000-3899 Three-coupled tank engines
3900-3999 Abt system tank engines
4000-4999 Tank engines with four or more coupled axles
5000-6999 Two-coupled tender engines
7000-8999 Three-coupled tender engines
9000-9999 Tender engines with four or more coupled axles

In its application, what emerged from the above-given official ranges is as follows: Tank locos were (with one short-lived exception) given class numbers below 5000.

Class Range Type
Below 100: 0-4-0T or small 0-6-0T
110-190: 2-4-0T
200-950: 2-4-2T
1000-2080: 0-6-0T
2100-2700: 0-6-2T
2700: 0-6-4T (reassigned class designation on modficatton)
2800-2850: 2-6-0T
2900-3450: 2-6-2T
3700: 2-6-4T
3800: 4-6-2T
3900-3980: Abt Tanks
4000-4030: 0-8-0T
4100: 0-10-0T
4500-4510: 0-4-4-0T
4600: 0-4-4-0 tender locos, designated Class 9020 on modification.

Tender locos were given class numbers 5000 to 9850.

Class Range Type
5000: 0-4-2
5050-5060: 2-4-2
5100-6500: 4-4-0 (Foreign built)
6600: 4-4-2
6700: 4-4-0 (Domestic built)
7000-7030: 0-6-0
7050-7080: 0-6-2
7100-8550: 2-6-0
8600: 4-6-2
8700-8850: 4-6-0
8900: 4-6-2
9000-9600: 2-8-0 (Except 9020 Class)
9020: 2-4-4-0
9700: 2-8-2
9750-9850: 0-6-6-0

Electric locos were given class numbers above 10000 EMUs were classified using a differing syllabic system.

[TANK ENGINES]

Class Type Class size Builder Introduction
1 0-4-0T 1 Bagnall 1903
5 0-4-0T 2 Baldwin 1898
10 0-4-0T 23 Krauss 1889~1895
40 0-4-0T 2 Krauss 1896, 1911
45 0-4-0T 3 Hohenzollern 1889
60 0-4-0T 7 Hohenzollern 1889, 1894, 1901
100 2-4-0T 1 Nasmyth Wilson 1896
110 2-4-0T 1 Yorkshire 1871
115 2-4-0T 1 Kisha Kaisha 1903
120 2-4-0T 4 Stephenson 1873
130 2-4-0T 2 Sharp Stewart 1875
140 2-4-0T 2 Sharp Stewart 1875
150 2-4-0T 1 Vulcan 1871
160 2-4-0T 6 Sharp Stewart 1871, 1874
170 2-4-0T 2 Kisha Kaisha 1903
180 2-4-0T 1 Atsuta Tetsudo Sharyo 1900
190 2-4-0T 2 Dubs 1871
200 2-4-2T 2 Baldwin 1896
210 2-4-2T 3 Pittsburgh 1898
220 2-4-2T 2 Dubs 1891
225 2-4-2T 1 Kisha Kaisha 1903
230 2-4-2T 41 Kisha Kaisha 1903~1909
400 2-4-2T 4 Nasmyth Wilson 1886
450 2-4-2T 4 Brooks 1897
490 2-4-2T 1 Nasmyth Wilson 1897
500 2-4-2T 61 Dubs 1887~1902
600 2-4-2T 78 Nasmyth Wilson 1887~1904
700 2-4-2T 18 Vulcan 1887~1896
800 2-4-2T 2 Kisha Kaisha 1903
810 2-4-2T 1 Kisha Kaisha 1904
850 2-4-2T 1 Hyogo shops 1896
860 2-4-2T 1 Kobe shops 1893
870 2-4-2T 14 Nasmyth Wilson 1897-98, 1901-02
900 2-4-2T 26 Schenectady 1898
950 2-4-2T 10 Baldwin 1896
1000 0-6-0T 4 Baldwin 1894, 1896
1010 0-6-0T 4 Baldwin 1895, 1896
1020 0-6-0T 2 Dickson 1899
1030 0-6-0T 1 Avonside 1898
1040 0-6-0T 6 Omiya Shops 1904
1050 0-6-0T 3 Nasmyth Wilson 1896
1060 0-6-0T 2 Sharp Stewart 1896
1100 0-6-0T 14 Nasmyth Wilson 1885~1897
1150 0-6-0T 4 Dubs 1896
1170 0-6-0T 1 Nasmyth Wilson 1900
1180 0-6-0T 2 Baldwin 1900
1200 0-6-0T 9 Nasmyth Wilson 1896
1210 0-6-0T 1 Dubs 1896
1220 0-6-0T 4 Nasmyth Wilson 1897, 1898
1230 0-6-0T 2 Dubs 1896
1235 0-6-0T 2 Baldwin 1896
1255 0-6-0T 1 Pittsburgh 1897
1270 0-6-0T 1 Dubs 1899
1280 0-6-0T 2 Nasmyth Wilson 1897, 1903
1290 0-6-0T 3 Manning Wardle 1873, 1881
1295 0-6-0T 1 Baldwin 1894
1300 0-6-0T 1 Baldwin 1894
1320 0-6-0T 4 Baldwin 1894-1896
1325 0-6-0T 2 Alco 1911
1350 0-6-0T 1 Pittsburgh 1897
1360 0-6-0T 1 Nasmyth Wilson 1900
1370 0-6-0T 1 Baldwin 1903
1400 0-6-0T 21 Krauss 1895~1897
1430 0-6-0T 5 Hannover 1900, 1903
1440 0-6-0T 8 Krauss 1890~1898
1480 0-6-0T 5 Dubs 1895, 1901
1500 0-6-0T 4 SLM (Winterthur) 1895, 1898
1530 0-6-0T 2 Sharp Stewart 1894
1550 0-6-0T 2 Krauss 1904
1630 0-6-0T 3 Maffei 1912
1650 0-6-0T 2 Baldwin 1895
1670 0-6-0T 1 Nasmyth Wilson 1886
1680 0-6-0T 2 Nasmyth Wilson 1895
1690 0-6-0T 2 Pittsburgh 1896
1710 0-6-0T 2 Dubs 1896
1730 0-6-0T 1 Nasmyth Wilson 1896
1800 0-6-0T 13 Kitson 1881, 1896
1850 0-6-0T 35 Dubs/North British 1885-1903
1900 0-6-0T 30 Beyer-Peacock 1896
1940 0-6-0T 5 Nasmyth Wilson 1898
1960 0-6-0T 12 Neilson 1894
1980 0-6-0T 3 Brooks 1897
2000 0-6-0T 1 Maffei 1904
2040 0-6-0T 2 Hannover 1900
2060 0-6-0T 3 Krauss 1906
2080 0-6-0T 2 Nasmyth Wilson 1900
2100 0-6-2T 17 Dubs 1890, 1891, 1898
2120 0-6-2T 268 Dubs/North British Sharp Stewart/Kobe Schwartzkopff 1898~1905
2400 0-6-2T 75 Henschel/Hannover/Berliner (ex-Schwartzkopff) 1904, 1905
2500 0-6-2T 168 Baldwin 1904, 1905
2700 0-6-2T 2 Cooke 1897
2700 xxvi 0-6-4T 24 Shimbashi, Nagano, Hamamatsu shops 1912~1914
2800 2-6-0T 7 SLM (Winterthur) 1897, 1899
2820 2-6-0T 12 Brooks 1898
2850 2-6-0T 3 Pittsburgh 1897
2900 2-6-2T 17 Yokkaichi & Takatori shops 1912 conv.
3000 2-6-2T 3 Baldwin 1899, 1900
3005 2-6-2T 1 Alco 1912
3010 2-6-2T 2 Baldwin 1897
3020 2-6-2T 3 Brooks 1897
3030 2-6-2T 5 Baldwin 1894
3035 2-6-2T 4 Kisha Kaisha 1911
3040 2-6-2T 2 Shimbashi & Nagano Shops 1910 conv.
3050 2-6-2T 2 Baldwin 1907
3060 2-6-2T 3 Baldwin 1898
3070 2-6-2T 6 Kisha Kaisha 1911
3080 2-6-2T 2 Nasmyth Wilson 1888
3100 2-6-2T 24 Alco 1906
3150 2-6-2T 4 Kobe shops 1904
3165 2-6-2T 1 Hannover 1910
3170 2-6-2T 6 Hannover 1903-1904
3200 2-6-2T 24 Beyer-Peacock 1903-1904
3240 2-6-2T 2 Henschel 1904
3250 2-6-2T 4 Baldwin 1893
3300 2-6-2T 24 Baldwin 1890~1896
3350 2-6-2T 2 Brooks 1897
3360 2-6-2T (comp'd) 11 Baldwin 1905, 1906
3380 2-6-2T (comp'd) 4 Hyogoshops 1906
3390 2-6-2T 3 Baldwin 1901
3400 2-6-2T 20 Pittsburgh & Brooks 1896~99, 07
3450 2-6-2T 2 Brooks 1898
3500 2-6-2T 5 Kobe, Takatori & Shimbashi shops 1909 conv.
3700 2-6-4T (comp'd) 6 Hyogo shops 1907-1908
3800 4-6-2T 4 Dubs 1898
3900 0-6-0T(Abt) 7 Esslingen 1892, 93, 07
3920 2-6-0T(Abt) 2 Beyer-Peacock 1895
3950 2-6-2T(Abt) 10 Beyer-Peacock 1898, 01, 08
3980 2-6-2T(Abt) 6 Kisha Kaisha 1906, 08, 09
4000 0-8-0T 2 Porter 1901
4030 0-8-0T 3 Baldwin 1895
4100 0-10-0T 4 Maffei 1912
4110 0-10-0T 39 Kawasaki 1913, 14, 17
4500 0-4-4-0T 1 Maffei 1902
4510 0-4-4-0T 1 Maffei 1904

[TENDER ENGINES]

Class Type Class size Builder Introduction
4600 xxvii 0-4-4-0 6 Alco 1911
5000 0-4-2 2 Sharp Stewart 1871
5050 2-4-2 1 Baldwin 1896
5060 2-4-2 1 Baldwin 1895
5100 4-4-0 2 Kitson 1874 conv.'76
5130 4-4-0 6 Kitson 1876
5160 4-4-0 20 Brooks 1897
5200 4-4-0 2 Pittsburgh 1897
5230 4-4-0 12 Dubs 1884, 1885
5270 4-4-0 1 Omiya shops 1901
5300 4-4-0 24 Beyer-Peacock 1882, 1890
5400 4-4-0 14 Neilson 1891
5480 4-4-0 2 Hyogo shops xxviii 1901-1902
5490 4-4-0 2 Beyer-Peacock 1882
5500 4-4-0 72 Beyer-Peacock 1893~1898
5600 4-4-0 18 Beyer-Peacock 1899, 1903
5625 4-4-0 3 Beyer-Peacock 1899
5630 4-4-0 11 Neilson 1893
5650 4-4-0 6 Sharp Stewart 1898
5680 4-4-0 4 Kobe shops 1895
5700 4-4-0 58 Schenectady 1897~1906
5800 4-4-0 3 Baldwin 1905
5830 4-4-0 2 Dubs 1898
5860 4-4-0 3 Brooks 1898
5900 4-4-0 28 Baldwin 1897, 1901
5950 4-4-0 11 Rogers 1898
6000 4-4-0 12 Alco (Pittsburgh) 1906, 1907
6050 4-4-0 1 Schenectady 1907
6100 4-4-0 8 Hyogo shops 1903~1905
6120 4-4-0 7 Schenectady 1900 conv.'07
6150 4-4-0 18 Baldwin 1897
6200 4-4-0 50 Neilson 1897, 1900
6270 4-4-0 25 Dubs 1900
6300 4-4-0 24 Alco (Gooke) 1908
6350 4-4-0 36 Hannover 1909
6400 4-4-0 30 Schenectady 1902
6500 4-4-0 9 Pittsburgh 1898, 1906
6600 4-4-2 24 Baldwin 1897
6700 4-4-0 46 Kisha Kaisha & Kawasaki 1911, 1912
6750 4-4-0 (superht.) 6 Kawasaki 1913
6760 4-4-0 (superht.) 88 Kawasaki 1914, 16~18
7000 0-6-0 2 Baldwin 1887
7010 0-6-0 2 Kitson 1873, 1874
7030 0-6-0 4 Vulcan 1875
7050 0-6-2 12 Dubs 1902, 1903
7080 0-6-2 6 Beyer-Peacock 1902
7100 2-6-0 8 Porter 1880~1889
7150 2-6-0 1 Temiya shops 1895
7170 2-6-0 2 Baldwin 1887
7200 2-6-0 25 Baldwin 1890~1897
7270 2-6-0 6 Brooks (2)& Kisha Kaisha (4) 1900, 1905
7300 2-6-0 4 Baldwin 1903
7350 2-6-0 6 Rogers 1902
7400 2-6-0 3 Baldwin 1896
7450 2-6-0 4 Kitson 1889
7500 2-6-0 6 Baldwin 1903
7550 2-6-0 3 Alco (Schentdy.) 1904
7600 2-6-0 6 Nasmyth Wilson 1889
7650 2-6-0 3 Brooks 1897
7700 2-6-0 14 Beyer-Peacock 1894, 1903
7750 2-6-0 10 Neilson 1893
7800 2-6-0 6 North British 1904
7850 2-6-0 12 Dubs/North British 1898, 1908
7900 2-6-0 4 Kobe shops 1896
7950 2-6-0 18 Rogers 1897
8000 2-6-0 6 Baldwin 1892, 94, 95
8050 2-6-0 (comp'd.) 1 Baldwin 1895
8100 2-6-0 20 Baldwin 1897
8150 2-6-0 6 Baldwin 1890, 1893
8200 2-6-0 4 Baldwin 1896
8250 2-6-0 (comp'd.) 1 Baldwin 1902
8300 2-6-0 3 Alco (Schentdy.) 1906
8350 2-6-0 4 Baldwin 1894
8360 2-6-0 3 Baldwin 1900
8380 2-6-0 1 Baldwin 1900
8400 2-6-0 4 Rogers 1897
8450 2-6-0 (comp'd.) 6 Baldwin 1893
8500 2-6-0 (comp'd.) 2 Hyogo shops 1905
8550 2-6-0 61 Schenectady/Alco 1899~1907
8600 (temp.) 4-6-2 24 (See Class 8900) (see Cl. 8900)
8620 2-6-0 (superht.) 687 Kisha Seizo, Hitachi Kawasaki, Nippon Sharyo 1914~26, 28
8700 4-6-0 30 North British Kisha Kaisha
8800 4-6-0 (superht.) 12 Schwartzkopff 1911
8850 4-6-0 (superht.) 24 Borsig Kawasaki 1911
8900 (ex8600) 4-6-2 (superht.) 36 Alco/Brooks/Rchmd. 1911
9000 (temp.) 2-8-0 8 see Class 9040 (see Cl. 9040)
9020xxix 2-4-4-0 6 Alco 1911
9030 2-8-0 3 Baldwin 1903
9040 (ex9000) 2-8-0 8 Baldwin 1893~1898
9050 2-8-0 26 Alco (Pittsburgh) 1907
9150 2-8-0 10 Kobe shops 1906~1908
9200 2-8-0 47 Baldwin 1905
9300 2-8-0 12 Baldwin 1906
9400 2-8-0 12 Alco (Rogers) 1906
9500 2-8-0 12 Schenectady 1898
9550xxx 2-8-0 12 Kawasaki 1912
9580xxxi 2-8-0 (superht.) 12 Kawasaki 1912
9600 xxxii 2-8-0 (superht.) 784 Kawasaki, Hitachi Kisha Seizo, IJGR Kokura Shops 1913~1926
9700 2-8-2 20 Baldwin 1897
9750 0-6-6-0 (superht.) 24 Alco (Schenectady) 1912
9800 0-6-6-0 (superht.) 18 Baldwin 1912
9850 0-6-6-0 (superht.) 12 Henschel 1912

[ELECTRIC LOCOMOTIVES]

(600 V. DC Third Rail)

10000 2-6-0 C (Abt)xxxiii 12 AEG 1911

[ELECTRIC MULTIPLE UNITS]

(600 V. DC Catenary)

In September 1910 the IJGR adopted a new numbering system for all self-propelled passenger stock (electric units as well as steam rail-motors) consisting of an assigned syllable or combination of syllables (according to a syllabic code) and running number series.

The initial syllables assigned were De (for Densha “Electric Cars”), Ni (for Nimotsu meaning “Baggage Space”), and Ho (meaning bogie carriages). For example, four-wheel electric units (i.e. tram/trolley configuration) were simply designated “De” while electric bogie stock was designated “HoDe.” All self-propelled passenger stock at the beginning of this classification system was third-class accommodation only.

The initial 28 units acquired from the Kōbu Tetsudō as a result of nationalization were built with General Electric components.

Class Type Class size Builder Introduction
NiDe 950–952xxxiv B 3 Kōbu Idamachi 1904
De 960–962xxxv B 3 Kōbu Idamachi 1904
De 963–984xxxvi B 22 Kōbu Idamachi 1904
De 985–988xxxvii B 4 IJGR Shimbashixxxviii 1909
De 989–992xxxix B 4 IJGR Shimbashi? 1911
Hode 6100–6109 Bo-Bo 10 Nihon Sharyoxl 1909
Hode 6110–6129 Bo-Bo 20 IJGR Shimbashixli 1911
i According to one Japanese source, duplicate running numbers 11 existed under this scheme with what other sources indicate was B Class locomotive 19. This was probably a typo for running number 19.
ii Four-coupled side-tank locomotives.
iii Six-coupled side-tank locomotives.
iv Abt System Side-tank locomotives.
v Four-coupled tender locomotives.
vi Six-coupled tender locomotives.
vii Eight-coupled tender locomotives.
viii Kitson locomotives.
ix The two Avonside locomotives sent to Taiwan before 1909; not assigned a class number under the 1909 scheme.
x Dubs locomotives.
xi Kobe Shop rebuilds of Beyer-Peacock locomotives.
xii 1886 batch of Nasmyth Wilson locomotives.
xiii Beyer-Peacock locomotives.
xiv Sharp Stewart locomotives of this 1909 class shared A6 and A7 designations under the earlier scheme.
xv 1888 batch of Nasmyth Wilson locomotives.
xvi Neilson locomotives.
xvii Improved model, imported starting in 1874.
xviii Beyer-Peacock locomotives.
xix Early Nasmyth Wilson-built members of Class A8 were designated 400 Class.
xx Neilson locomotives.
xxi Later transferred to the Suttsu Tetsudo and many other private railways.
xxii Dubs-built members of Class A8 were designated 500 Class.
xxiii Later Nasmyth Wilson-built members of Class A8 were designated 600 Class.
xxiv Vulcan-built members of Class A8 were designated 700 Class.
xxv Classes introduced after 1912 are not contained in this table.
xxvi Conversions from Baldwin 2500 class members; class number re-used after withdrawal of original Cooke class members.
xxvii Class converted to 2-4-4-0 wheel arrangement by adding a leading truck at Hamamatsu Shops in 1912; designated Class 9020 on rebuild.
xxviii Beyer-Peacock locomotives.
xxix Conversions of the 4600 class tender locomotives.
xxx Prototype of the 9600 Class; heavier axle load and smaller cylinder volume than desired.
xxxi Improvements to the 9550 Class to conform to 9600 Class standards.
xxxii Redesign of the 9550 Class to reduce axle loading and increase cylinder volume.
xxxiii Six wheel; driving rod connected.
xxxiv Driver's seat at one end only, with baggage compartment.
xxxv Driver's seat at one end only, no baggage compartment.
xxxvi Driver's seat at both ends.
xxxvii Driver's seat at both ends, newly built.
xxxviii Nos. 985-988 built at IJGR Shimbashi Works also used GE electrical components.
xxxix Driver's seat at both ends, converted from existing normal passenger stock.
xl Nagoya Works. Used Siemens-Schuckert electrical components. Not configured for multiple-unit operation. Driver's seat at both ends.
xli 14 units used Siemens-Schuckert electrical components, 6 used General Electric components. All units capable of multiple-unit operation. Driver's seat at both ends.