Class 101 (Locobase 6239)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 9). (Thanks to Teemu Koivumaki for his 4 January 2021 email supplying the link to Luigi M Impallomeni, "Locomotive impiegate nelle strade ferrate granducali 1844-1860", archived at []. last accessed 1/12/2021). Works numbers were 168-169 in 1846.

Locobase had not heard of Jones & Potts before this entry, but they had produced 167 locomotives before this pair (168 & 169). Low-boilered, their fireboxes were topped by an odd-looking tiered assembly that resembled a wedding cake. The dome, capped by a rimmed hemisphere that looked like a derby, was located forward of the leading driving axle and behind the sand dome.

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Class 103 (Locobase 6240)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 10). Works number 170 in 1848.

Two years after Jones & Potts delivered the pair shown in Locobase 6239, they produced this single locomotive with the next works number (170) -- were they idle during all of the intervening time? The design was a little more conventional. There was no structure at all over the firebox, which had a more generous heating surface, the safety valve was incorporated into the top of the steam dome which now sat just behind the leading driving axle, and the boiler was pressed more urgently.

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Class 111 (Locobase 6241)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 11). (Thanks to Teemu Koivumaki for his 4 January 2021 email supplying the link to Luigi M Impallomeni, "Locomotive impiegate nelle strade ferrate granducali 1844-1860", archived at []. last accessed 1/12/2021). Worjks numbers wer 39-40.

Haigh Foundry was another minor builder of 1840s England. These two 2-4-0s were the 39th and 40th locomotives to be produced by this firm. They resembled Stephenson longboilers.

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Class 121 (Locobase 6242)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 12). See also "Strade ferrate nella Toscana dei Lorena" [Google translation] on the "Itinerari Scientifici in Toscana" on the Museo Galileo website at [][], last accessed 11 January 2021. (Thanks to Teemu Koivumak for his 3 January 2021 email supplying the predecessor railway and the locomotive works numbers. ) Works number was 656 in 1848.

Two years after the Leopolda's 91, this locomotive resembled more the Jones & Potts engine (SFR 101) in its "wedding-cake" safety-valve stand over the boiler and the derby-shaped cap to the steam dome. But the dome was over the leading axle (rather than ahead of it), the boiler slightly smaller, and the power dimensions slightly more generous.

The SFCT sought to extend the Grand Duchy of Tuscany's railway system in the center of the principality by linking to the Leopolda Railway at Empoli (see Locobase 6238) and heading south to Siena. Engineering complications, especially determining a way to cross Monte Arioso, posed their own difficulties. But it was the post hoc criticism of Giuseppi Piangiani's "tortuous" route that delayed progress. Nevertheless, the line was completed in 1850 and extended later to the borders of the Papal States.

In 1865, the newly formed Strade Ferrate Romane ( SFR) incorporated 105 km (65.2 miles) of the SFCT.

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Class 151 (Locobase 6245)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 15.)

Locobase suspects that the 0-4-2s delivered by Ansaldo two years earlier than this batch (see Locobase 6244) weren't particularly successful. In the later engines (works #29-34), the layout is reversed, which results in a longer boiler and more even weight distribution among the 3 axles. The sandbox was moved forward as well. The cylinders were smaller and boiler pressure lower.

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Class 161 (Locobase 6246)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 16.). (Thanks to Teemu Koivumaki for his 3 January 2021 email noting a gap in road numbering. ) Works numbers were 1258-1259 in 1862; 1438-1440, 1453 in 1863.

Built considerably later than the SFR 131s, these 2-4-0s were very similar in layout and power, although the tractive effort was less.

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Class 167 (Locobase 6247)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 17.)

These appear to be Italian-built copies of the Stephensons that made up the 161 class.

They had works numbers that were in sequence with the others (1438bis & 1439bis), which may mean the original builder was Stephenson, but that they were assembled or modified by OS in Siena. Some changes are evident: a higher boiler pressure, slight differences in the boiler layout, larger cylinders.

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Class 171 (Locobase 6248)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 18.)

Canada Works numbers 161-166. This is a curious design because it's smaller and less powerful than many other SFR 2-4-0s of earlier vintage. The outside, inclined cylinders in a plate frame gave it an older look as did the thickened firebox. On the other hand, the firebox rested between the axles, which extended the wheelbase and gave the profile a racier look.

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Class 181 (Locobase 6249)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 19.)

These rather bigger 2-4-0s (works #1477-1484) had larger boilers and more power than did earlier classes on the SFR. As such they approached the average size of 2-4-0s then in service in most other countries.

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Class 191 (Locobase 6250)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 20.)

In the same year as Stephenson's 181 class, the SFR also bought two of Emil Kessler's locomotives. The valve motion differed and the look of the dome is more cylindrical than the English locomotives.

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Class 193 (Locobase 6251)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 21.)

Two years after the 191 class, Kessler built 8 more slightly smaller 2-4-0s (works 711-718). They had the same general look and the same valve motion, but a smaller boiler and grate.

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Class 201 & 221 (Locobase 6252)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 22-23.)

The last 2-4-0 class to be procured by the SFR came from Kessler and Societa Nazle d'Industrie Mecche (SNIM) of Naples. The design was a slight enlargement of the 191 class built several years earlier, but with the substitution of Stephenson link motion for the Allan valve gear used earlier.

Kessler supplied 201-206 and 221-224 (works #1537-1542 and 1564-1567). SNIM produced 207-212 and 225-228 (works #103-108 and 115-118).

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Class 301 (Locobase 6253)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 24-27.)

The most numerous 2-4-0 class to be procured by the SFR came originally from J. F. Cail in 1861 (works #783-788). The bulk of the order however was filled by Grafenstaden and Koechlin.. The design was by a few square feet the largest procured for the SFR, but its principal difference from the others was the use of metric measurements throughout. Also the profile was lower because of a much smaller dome and outside regulator box just behind the stack.

Usine in Grafenstaden added the next 7 (works #115-117 and 121-124) in 1961. Andre Koechlin in Mulhouse produced the next 5 (works 860-864) in 1864, the same year that Grafenstaden supplied the last 7 (works# 329-335).

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Class 381 (Locobase 6254)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 28)

Of the several classes of locomotives supplied by JF Cail to the SFR in 1858 was this quartet of 2-4-0s (works #618-621). All of the Cail engines used the same boiler and grate, but were obviously intended for different roles. The mixed-traffic 381s had a relatively high adhesion weight among the SFR 2-4-0s and a large-diameter boiler.

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Class 391 (Locobase 6256)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 29)

Interesting tank engine supplied by the Manchester builder (works #921-924) with a long wheelbase and firebox between the driving axles, dome well forward over the carrying axle, cylinders inside the plate frame and roof over the footplate. A very heavy engine for its power compared to other SFR classes.

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Class 401 (Locobase 6257)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 30.)

Produced as 1 (works #1225) and 3 more (works #1238-1240), this quartet had bigger boilers and grates but retained essentially the same cylinder volume as most of the other SFR 2-4-0s. But the Austrian influence set them apart visually as they had horizontal cylinders and prominent springs and equalizers outside a slotted plate frame, an ornately rimmed steam dome over the carrying axle with a tall safety valve stand immediately behind it, and a classically styled stack with flare and cap.

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Class 411/ Gruppo 117 (Locobase 6258)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 31.)

Among the first locomotives to be built by this Zurich company, the six in this class had long boilers ahead of a low, hemispherically topped firebox. The carrying axle was set well ahead of the coupled axles, resulting in a long main-rod reach from the horizontal cylinders under the stack. The steam dome rode just behind the capped stack and itself had two ridged bands encircling its top. 9 km)

The sextet was delivered to the SFL, bearing the names Italia, Roma, Venezia, Ubaldo Peruzzi, Massa, and Arezzo. In 1865, the Livornesi was merged with several other railways to form the Strade Ferrate Romane. It contributed its 384 route miles (618 km) with Societa Generale delle Strade Ferrate Romane adding 337 miles (542 km), and the Societa per la Ferrovia Centrale Toscana's 105 miles (169 km) completed the assembly.

The class remained in service long enough to bear the Rete Mediterranea (RM) herald when the Italian grouping occurred in 1885.

The SFR was formed in 1860 with the merger of two Vatican-run railways, Societa Pio Centrale (which had built the line between Rome and Cittavecchia) and the Societa Pio Latina (builder of the Rome-Frascati Railway). Not long after, the SFR took over the Royal Neopolitan (Naples-Caserta), which brought its route mileage to 542 km (337 miles).

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Class 431 (Locobase 6260)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 33)

Following immediately after the 381s (Locobase 6253) were these 4 (works #622-623, 654-655) which used the same boiler and grate but had taller drivers. They were the greyhounds among the locomotives supplied by Cail to the SFR in 1858.

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Class 441 (Locobase 6268)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 34.)

Two years after Escher-Wyss supplied the 411s, the Zurich company produced this quartet (works #22-25) . The profile looked stubbier than the older machines because of the taller drivers. A smaller boiler was matched to smaller cylinders, resulting in a low-powered passenger engine.

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Class 451 (Locobase 6269)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 35.)

Sharp, Stewart works #1388-1391 were this quartet of long-boilered passenger locomotives. The dome sat over the front carrying axle between the cylindrical sand box and the tall stack. Splashers over the drivers had slots above the running board framed by the upper arc and a joined, curved line over the hubs.

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Class 461 (Locobase 6259)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 36.)

An interesting set of 2-4-0s from Stephenson (works #2090-2101), one of the largest classes of 2-4-0s for the SFR. Although the boiler was only average-sized, this design had a capacious firebox by comparison with the others. Five years after the first 12, the British builder supplied 4 more with similar dimensions and slightly greater weight. Adhesion weight rose to 47,510 lb (21,550 kg), empty weight 68,784 lb (31,200 kg), weight in operating order 76,390 lb (34,650 kg).

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Class 71 (Locobase 6236)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 6)

Quite in line with the other 2-4-0s of the day and only the third locomotive to come out of this Italian builder. Note the low boiler pressure.

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Class 81 (Locobase 6237)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzza. (later cite: [], Tavola 7.)

This Naples' builders second locomotive, the 2-4-0 had a smaller boiler than the earlier CSFN locomotive (Locobase 6236), but its higher boiler pressure led to a higher tractive effort.

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Class 91 (Locobase 6238)

Data from users.libero.it/allesandro.tuzza/fonti/sfr/1879sfrindice.htm (8 July 2004), an 1878 album of locomotives for the SFR reproduced by Allesandro Tuzzam (later cite: [], Tavola 8). See also "Strade ferrate nella Toscana dei Lorena" [Google translation] on the "Itinerari Scientifici in Toscana" on the Museo Galileo website at [][], last accessed 11 January 2021. (Thanks to Teemu Koivumak for his 3 January 2021 email supplying the predecessor railway and the locomotive works numbers. ) Works numbers were 548-549 in 1844.

Perhaps one of Stephenson's first 2-4-0s, this locomotive had the hemispherical firebox top, long boiler, outside cylinders ahead of the carrying axle, and firebox behind the last axle.

Conceived by Leopoldo II, Grand Duke of Tuscany, the Leopolda Railway ran from Florence, the Duchy's capital, westward to the Tyrrhenian seacoast at Pisa, then south for 12.3 km (7.6 mi) to Livorno. The right of way was designed by Robert Stephenson (and mostly executed by William Hoppner and Robert Townshend) to follow the Arno River. The Livorno-Pisa section opened first in 1844, intermediate stops at Pontedera and Empoli saw service in 1845-1846, and the 97 km (60.2 mile) line arrived at Leopolda station outside of Florence in 1848.

Wikipedia noted the railway was an immediate success, but, as often happened, operators of displaced traffic systems--in this case, river barges--tried to frustrate operations. And as usual they failed. In only two years, the Leopolda had double-tracked the main line.

"The enterprise was such a success", reports the Galileo Museo article, that [Florentine banker Emanuele] Fenzi decided to immortalize it in his family crest where a steam locomotive is depicted between the Duomo of Florence and the Pisani Fanale in Livorno."

Later the Leopolda, Strada Ferrata Maria Antonia, and Strada Ferrata Lucchesse were combined to form the Societa anonima delle Strade Ferrate Livornesi, which in turn was absorbed in 1865 by the Strade Ferrate Romane (SFR).