Class 7350 (Locobase 10965)

Data from [].

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Class 7750 (Locobase 10968)

Data from [].

It's not clear to Locobase if these cross-compounds shared all of the specifications shown in Locobase 20678. The grate covered less area

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Class 7800 (Locobase 10969)

Data from [].

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Class 7850 (Locobase 10970)

Data from [].

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Class 8 / 7170 (Locobase 9413)

Data from DeGolyer, Volume 14, p. 76. See also [] . Works numbers were 8969-8970 in December 1887.

Although imported by Horonai, these engines soon went to the Hokkaido Colliery and Railway Company and were renumbered 9-10. When legislation created the Imperial Government Railways in 1906, the HCRC was incorporated into the new system and this pair was redubbed 7170-7171.

In 1920, the pair went to the Suttsu Railways as 1-2 and served the cities of Ashikawa, Hakodate, Kutchan, and Muroran. For several more decades, the little Moguls continued to run. On 2 July 1950, one of them was wrecked in a collision and scrapped in 1951.

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Class 8550 (Locobase 14406)

Data from "The Trade of Kobe and Osaka-1901," Anglo-Japanese Gazette, Volume 1, No 12 (December 1902), p. 112. Before the formation of Alco, works numbers were 5264-5272 in December 1899, 6153-6164 in January 1903. Alco-Schenectady works numbers were 27803-27814 in June 1903, 29852 in May 1904, 30500-30511 in May 1905, 38606 in October, 41314-41325 in December 1906.

American locomotives had established a good reputation operating in Japanese conditions. This order was bound for Kyushu, the most southern of the main islands.

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Class 8620 (Locobase 3805)

Data from Hiroshi Takagi, both from his website []) and personal communication August 2000. His indispensable assistance is gratefully acknowledged. See also A Profile of Japanese Steam Locomotives website put up in 2007 by "Toki S." at [], last accessed 26 September 2015; and Saito Akira, "Overview of Japan´s modern steam locomotives" at [], last accessed 14 October 2022. .

This engine, originally supplied by North British Locomotive Company, duplicated the boiler and other basic elements of the 6760 4-4-0, but put three driving axles under it instead of two. For about 3,000 lb more engine weight, adhesion weight jumped by about 13 short tons (11,793 kg)! This engine later saw a minor boost in boiler pressure to 185 psi (12.76 bar).

Saito Akria contended that, although their "distinguished" 60 years of service couldn't be ignored, the design reflected a pedestrian approach to locomotive design. On the other hand, Shima did modify the Krauss-Helmholz bogie (which combined the leading truck and the front driving axle in a bogie that had its pivot between the two axles). His used a "elaborate series of links to lead the locomotive smoothly even on small radius curve (sic)"; one result was a rigid wheelbase of only 10 ft (3.048 m). The design was unique to this class, however, probably because it was difficult to maintain, Saito believed.

Information from Ejii Nozawa's web site ([]) notes that these were built from 1914-1929 by Hitachi, Kawasaki, KSK, Mitsubishi, and Nippon.

Hiroshi Naito ([]) comments "Because of its prevalence, it was said that Hachi-roku (nickname of the type, eight-six in Japanese) could be seen anywhere as long as rail continued." In Formosan service, the locomotive was designated CT-150 ([])

The Japanese Railway Society's Umekoji Museum website -- [], accessed 30 November 2006 -- says they were nicknamed Hachiroku (Eight-six).

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Class AG / 7700 (Locobase 11045)

Data from [] and the Japanese-language blogging site [] and []

Train loading was 284-303 tons up a 1% at 20 mph, 142-151.5 tons up 2 1/2% at 20 mph.

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Class AL/E6/7950 (Locobase 10971)

Data from "Mogul Locomotive for the Imperial Railways of Japan--Rogers Locomotive Company", Railroad Gazette, Volume 27, No (9 April 1897), p. 354. See also [] and from the Japanese-language blog [] . Works numbers were 5164-5181 in 1897.

The RG report noted that this class "more nearly" conformed to "strictly American practice than most locomotive built for foreign lands." (True, perhaps, but there wasn't a mile of Cape Gauge (1,067 mm) track in the US.)

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Class AQ/E7/8100 (Locobase 10972)

Data from [] and DeGolyer, Volume 21, p. 49. Works numbers were 15481-15500 in September 1897.

This class of small Moguls was rated to haul 336,000 lb (168 short tons or 150 "English tons") up a 2 1/2% grade and around15-chain curves at 18 mph (29 kph).

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Class C50 (Locobase 3822)

Data from Hiroshi Takagi, both from his website ([]) and personal communication August 2000. His indispensable assistance is gratefully acknowledged. See also A Profile of Japanese Steam Locomotives website put up in 2007 by "Toki S." at [], last accessed 27 September 2015.

The first 67 C50s repeated the principal dimensions of the 8620 class, but boosted the boiler pressure. See #3823 for the downsized follow-ons.

Information from Ejii Nozawa's web site ([]) notes that C50s were built from 1914-1929 by Hitachi, Kawasaki, KSK, Mitsubishi, and Nippon.

A direct comparison with tube & flue heating surface areas of North American and British locomotives requires adding approximately 6-10% to the figures shown.

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Class C50/2 (Locobase 3823)

Data from Hiroshi Takagi, both from his website ([]) and personal communication August 2000. His indispensable assistance is gratefully acknowledged. See also A Profile of Japanese Steam Locomotives website put up in 2007 by "Toki S." at [], last accessed 27 September 2015.

These were the last of the passenger Moguls, which rolled on 1,600 mm drivers. The need for more power and speed led the JNR to favor a 4-6-2 (Pacific) arrangement for his

Because the measurements above represent the fire side of tubes and flues, a direct comparison with tube & flue heating surface areas of North American and British locomotives requires adding approximately 6-10% to the figures shown.

Information from Ejii Nozawa's web site ([]) notes that C50s were built from 1914-1929 by Hitachi, Kawasaki, KSK, Mitsubishi, and Nippon.

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Class C56 Highland Pony (Locobase 3827)

Data from Hiroshi Takagi, both from his website ([]) and personal communication August 2000. His indispensable assistance is gratefully acknowledged. See also A Profile of Japanese Steam Locomotives website put up in 2007 by "Toki S." at [], last accessed 27 September 2015.

Because the measurements above represent the fire side of tubes and flues, a direct comparison with tube & flue heating surface areas of North American and British locomotives requires adding approximately 6-10% to the figures shown.

Information from Ejii Nozawa's web site ([]) notes that these were built from 1914-1929 by Hitachi, Kawasaki, KSK, Mitsubishi, and Nippon.

The C56 is the Mogul variant of the C12/C56 common design. All the principal dimensions are identical. The additional name "Highland Pony" comes from a catalogue of model engines at [] . Locobase wasn't sure of the origin of the name, but the design's low drivers and small size suggest a mountain workhorse.

According to the Thai Railway website's historical pages -- [], accessed 8 September 2005 -- the C56 engines "...were very popular for both driver crews and maintenance staffs alike. The only catch is due to the limited size of water reserve (10 cubic meters) and small tender necessitates water stops and wood resupply en route."

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Class VW /E3/7450 (Locobase 11041)

Data from [] and the Japanese-language blogging site [] and []. Works numbers were 3134-3137 in 1889.

Train loading was 284-303 tons up a 1% at 20 mph, 142-151.5 tons up 2 1/2% at 20 mph.

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Class X/E3/ 8150 (Locobase 5414)

Data from "A Japanese Mogul Locomotive," Railroad and Engineering Journal, Volume 65, No 4 (April 1891), p. 167. See also DeGolyer, Volume 16, p.8. Works numbers were 10743-10744 in March 1890 and 13756-13758, 13763 in September 1893.

The article notes that the engine was tested on the 15-mile Gotembu-Numadzu section, which had an average 1% grade (and individual grades between 1 2/3% and 2 1/2%), and total elevation change of 1,500 ft. Trailing loads were planned to be 316 tons up a 1% grade at 20 mph and 158 tons up a 2 1/2% grade at 20 mph.

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Class unknown (Locobase 10296)

Data from "British Locomotives in Japan," The Locomotive Magazine, Vol VIII (21 March 1903), p. 199. Boiler pressure is an estimate.

This tank engine trailed a tender as well, possibly because the low-calorie coal could not be stored in enough quantity in a tank engine's coal bunker. This Mogul tank may have used the same boiler, but not the same grate as the 4-4-0 delivered at the same time (see Locobase 10295).

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Class unknown (Locobase 20678)

Data from "Six Wheels Coupled Tender Engines: Japanese State Railways", Railway Engineer, Volume 18, No 5 (May 1897), pp. 134-136. Works numbers were 3585-3896 in 1894.

Imperial Government Railways motive power consultant F H Trevithick played a big role in Japan's acquistion of modern locomotives. These engines were designed to haul about 130 tons (118.2 metric tons), which translated to seven bogie carriages or sixteen two-axle carriages.

In addition to the tender's tankage, the locomotive carried two 450 Imperial gallon (540 US gallons or 2,044 litre) tanks, generating description as "tender-tank", The engines burned low-calorie "rather soft and smoky" coal and used rape-seed oil for lubrication, which RE noted "in the summer is too thin and in the winter too thick."

Trevithick mentioned ten more "similar engines" were built by Neilson & Company for the Nippon Railway. See Locobase 10698 for the Neilson cross-compounds delivered in 1893.