 | This article includes a list of general references, but it lacks sufficient corresponding inline citations .(August 2017) |
The South Manchuria Railway operated a wide variety of locomotives and powered railcars, as well as non-powered passenger and freight cars, initially of foreign (primarily American) manufacture, but later almost all equipment was manufactured in Japan and Manchukuo.
The Mantetsu main line was originally built by the Russians to 1,524 mm Russian gauge. During the Russo-Japanese War it was rebuilt by the Imperial Japanese Army to 1,067 mm Cape gauge as used in Japan, and rolling stock from Japan was used on the line. Additionally, the Anpo Line from Andong on the Korea-Manchuria border to Fengtian was also initially a narrow-gauge railway built by the army during the Russo-Japanese War. Thus, after the South Manchuria Railway began operation in 1907, it used the narrow-gauge equipment already on these lines, even as work to convert the lines to standard gauge took place.
The vehicle classification system used by Mantetsu was changed several times over its years of operation. These can be divided into four periods:
The Manchukuo National Railway also used the Mantetsu classification system, as did the North China Transportation Company. The Chosen Government Railway used a classification system very similar to the Mantetsu system.
The numbering system is unclear for Period 1. Some locomotives – the 2-6-4 tank locomotives later designated Dabui-class, the 2-8-0 tender locomotives that became Sorii-class, and the 2-8-0 tender locomotives that became Sorini class – were numbered starting at 1, but there was no system of type classification.
The first system of type classification for locomotives consisted of a letter of the Roman alphabet to indicate the wheel arrangement based on the American names used for the given arrangement. If a second class of locomotive of the same wheel arrangement was introduced, this was indicated by a class number, which followed the type indicator letter. This class designator was then followed by the road number, counted starting at 1.
| Class | Wheel arrangement (Whyte) | Wheel arrangement (UIC) | American name |
|---|---|---|---|
| A | 4-4-0 | 2′B | American |
| B | 0-6-2T | C1′t | Branchliner |
| C | 0-8-0 | D | Eight-Coupled |
| D | 2-6-2 | 1′C1′ | Prairie |
| E | 4-4-4 2-6-4 | 2′B2′ 1′C2′ | Double-Ender |
| F | 4-6-0 | 2′C | Ten-Wheeler |
| G | 4-6-2 | 2′C1′ | Pacific |
| H | 2-8-0 | 1′D | Consolidation |
| K | 0-4-2 | B1′ | Crane Locomotive |
| M | 2-8-2 | 1′D1′ | Mikado |
| P | 2-10-0 | 1′E | Decapod |
As in Period 2, the American-style wheel arrangement was used as the basis for the classification system introduced in 1920. However, in the new system, the American name was used as the basis for the class name, using two syllables of the American name as the new class name. The class name was made up of three katakana, of which the first two indicated the wheel arrangement, and the third indicated the class number – i.e. first, second, third, etc. of a given wheel arrangement. This was followed by a unit serial number in Roman numerals.
The first two katakana indicated the wheel arrangement, derived from the American naming system:
| Class | Former Class | Wheel arrangement (Whyte) | Wheel arrangement (UIC) | American name | In katakana |
|---|---|---|---|---|---|
| シグ Shigu | - | 2-2-0 | 1′A | Single | シングル (shinguru) |
| アメ Ame | A | 4-4-0 | 2′B | American | アメリカン (Amerikan) |
| エト Eto | C | 0-8-0 | D | Eight-Coupled | エイトホイールカップルド (Eito hoīru kappurudo) |
| サタ Sata | - | 2-10-2 | 1′E1′ | Santa Fe | サンタフェ (Santafe) |
| シカ Shika | - | 0-6-0 | C | Six-Coupled | シックスホイールカップルド (shikkusu hoīru kappurudo） |
| プレ Pure | D | 2-6-2 | 1′C1′ | Prairie | プレーリー (Purērī) |
| ダブ Dabu | E | 4-4-4T 2-6-4T | 2′B2′t 1′C2′t | Double-Ender | ダブルエンダー (Daburu endā) |
| テホ Teho | F | 4-6-0 | 2′C | Ten-Wheeler | テンホイーラー (Ten Hoīrā) |
| パシ Pashi | G | 4-6-2 | 2′C1′ | Pacific | パシフィック (Pashifikku) |
| ソリ Sori | H | 2-8-0 | 1′D | Consolidation | コンソリデーション (Konsoridēshion) |
| マテ Mate | - | 4-8-2 | 2′D1′ | Mountain | マウンテン (Maunten) |
| モガ Moga | - | 2-6-0 | 1′C | Mogul | モーガル (Mōgaru) |
| ミカ Mika | M | 2-8-2 | 1′D1′ | Mikado | ミカド (Mikado) |
| デカ Deka | P | 2-10-0 | 1′E | Decapod | デカポッド (Dekapoddo) |
| リク Riku | - | 2-8-4 | 1′D2′ | Berkshire | タイリク < [1] > (Tairiku) |
Self-moving rolling stock powered by something other than steam used a different system, which indicated the type of powerplant. Railway cranes were also classified like this.
| Class | Type | Source of Name |
|---|---|---|
| デセ Dese | Diesel-powered | ジーゼル, "Diesel" (to 1934) |
| ジキ Jiki | Diesel-powered | ジーゼル, "Diesel" (after 1934) |
| ケキ Keki | Kerosene-powered | ケロシン, "Kerosene" |
| デキ Deki | Electric-powered | 電気, Denki, "Electric" |
| レキ Reki | Crane | "Recovery" |
The third katakana in the class name was the class number, derived from the first syllable of the corresponding Japanese number:
When the operation and management of the Manchukuo National Railway and of the North China Transportation Company were transferred to Mantetsu, their rolling stock was incorporated into the Mantetsu classification system.
The naming system of Period 3 remained in use, but a new numbering system was introduced for road numbers. Numbers 1–500 were allocated to Mantetsu, numbers 501–1500 to the Manchukuo National, and numbers above 1501 to North China Transportation. Thus, パシニ37, パシニ508, and パシニ1523 would all be locomotives of the same class, but the number indicates their ownership.
The type of car was indicated with one or two katakana, followed by a road number of one to four digits which indicated ownership and serial number. Mantetsu 3rd class coaches were numbered in the 1–2000 range, whilst 3rd class coaches of the Manchukuo National were numbered in the 2001–4000 range. Passenger cars of other types belonging to Mantetsu were numbered in the 1–200 range, and those belonging to the Manchukuo National were numbered in the 201–400 range.
| Class | Type | Class | Type | Class | Type |
|---|---|---|---|---|---|
| イ I | 1st class | キヒ KiHi | VIP car | イア IA | "Comfort" (brothel) car |
| ロ Ro | 2nd class | トク ToKu | Special car | シヤ ShiYa | Work car |
| ハ Ha | 3rd class | エレ ERe | Memorial car | ケヒ KeHi | Guards car |
| シ Shi | Dining car | テン Ten | Observation car | ムテ MuTe | Car without electricity |
| キ Ki | Kitchen car | ネ Ten | Sleeping car | シケ ShiKe | Test vehicle |
| テ Te | Baggage car | セリ SeRi | Medical car | - | - |
| ユ Yu | Mail car | キヨ KiYo | School car | - | - |
Suffixes were used to express certain specific features of a given car type. オ ("O") indicated cars with independent heating, フ ("Fu") indicated that the car had a cabin for a train attendant, and フセ ("FuSe") indicated that the car had a control cabin for a train attendant.
The type of car was indicated with one or two katakana, followed by a road number.
| Class | Type | Class | Type | Class | Type |
|---|---|---|---|---|---|
| Closed cars | Open cars | Tank cars | |||
| ヤ Ya | Boxcar | ム Mu | Gondola | ミ Mi | Water tank car |
| ホ Ho | Insulated boxcar | ツ Tsu | Sand car | ア A | Oil tank car |
| レ Re | Refrigerator car | タ Ta | Coal car (hopper) | ケ Ke | Light oil tank car (Kerosene, diesel) |
| フ Fu | Ventilated boxcar | コ Ko | Ore car | オ O | Heavy oil tank car |
| ウ U | Livestock car | チ Chi | Flatcar | マ Ma | Bean oil tank car |
| カ Ka | Caboose | アシ AShi | Cinder car | ル Ru | Tar tank car |
| ヒ Hi | Emergency vehicle | - | - | リ Ri | Sulphuric acid tank car |
| エセ ESe | Sanitation car | - | - | ヨ Yo | Nitric acid tank car |
| キケ KiKe | Inspection car | - | - | ラ Ra | Paraffin tank car |
| コハ KoHa | Construction Generator car | - | - | - | - |
| シク ShiKu | Camp car | - | - | - | - |
| ユキ YuKi | Camp car | - | - | - | - |
The only powered railcars in use during Period 2 were inspection cars. There was no separate classification system for these; instead, they were classified the same way as locomotives, using the type designation "I" (from "Inspection").
The first railcars for passenger use appeared during this time. Passenger railcars were classified into two types based on the ignition method of the engine. Passenger railcars and inspection railcars used a different numbering system. Inspection railcars used a katakana type symbol, a class designation number if needed, and a road number. Passenger railcars added a marker to indicate passenger class. Railcars owned by the Manchukuo National Railway were indicated by prefixing 國 ("nation") to the designation.
| Class | Type |
|---|---|
| スペ Supe | Steam-powered inspection railcars |
| モタ Mota | Petrol-powered inspection railcars |
| ケ Ke | Kerosene-powered passenger railcars |
| ジ Ji | Diesel-powered passenger railcars |
The system used in Period 3 was continued, with some modifications. The use of 國 to mark railcars owned by the Manchukuo National was abolished.
| Class | Type |
|---|---|
| スペ Supe | Steam-powered inspection railcars |
| スペキ Supeki | Petrol-powered inspection railcars |
| モタ Mota | Petrol-powered inspection railcars |
| キ Ki | Petrol-powered passenger railcars |
| ケ Ke | Kerosene-powered passenger railcars |
| ジ Ji | Diesel-powered passenger railcars |
Through Periods 1 and 2, locomotives imported from the United States dominated, as prior to the construction of the JGR Class 9550 Japan did not have the capability to build large steam locomotives for trunk lines. From about the middle of Period 3, such locomotives built in Japan and at Mantetsu's Shahekou Works began to appear, eventually eliminating imports entirely.
| Class (Period 1) | Class (Period 2) | Class (Period 3) | Class (Period 4) | Postwar | Wheel arr. | Builder | In service (SMR+MNR) | Total in class | Image | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| SMR: G 800–806 | SMR: パシイ 800–806 (Pashii) MNR: パシコ 5900–5905 (Pashiko) | SMR: パシイ 1 MNR: パシイ 501–506 | CR SL11 | 4-6-2 | ALCo | 1908 | 7 |  | 6 to MNR in 1933 | |
| SMR: G1 850–855 | SMR: パシニ 850–855 (Pashini) | SMR: パシニ 1–6 | CR SL2 | 4-6-2 | Shahekou | 1916, 1921 | 6 | |||
| SMR: G2 900–905 | SMR: パシサ 900–905 (Pashisa; to 1933) SMR: パシハ 5920–5925 (Pashiha; 1933–34) MNR: パシナ 5920–5925 (Pashina; 1934–38) | MNR: パシシ 501–506 | CR SL4 | 4-6-2 | Baldwin | 1919 | 6 | All to MNR in 1933 | ||
| SMR: G3 920–942 | SMR: パシシ 920–942 (Pashishi) | SMR: パシシ 1–23 | CR SL4 | 4-6-2 | Shahekou | 1921–1927 | 23 |  | ||
| SMR: パシコ 950–960 (Pashiko) | SMR: パシコ 1–11 | CR SL5 | 4-6-2 | Shahekou | 1927–1928 | 11 |  | |||
| SMR: パシサ 860–875 (Pashisa) MNR: パシシ 5830–5859 | SMR: パシサ 1–16 MNR: パシサ 501–530 NCTC: パシサ 1501–1550 | CR SL3 KSR 바시서 | 4-6-2 | Hitachi Kisha Seizō | 1934–1940 | 46 |  | All 16 Mantetsu units to DPRK in 1945 | ||
| SMR: パシロ 900–919 (Pashiro) MNR: パシ 800–818 (Pashi; to 9/33) MNR: パシク 5950–5999 (Pashiku) MNR: パシク 15900–15927 | SMR: パシロ 1–45 MNR: パシロ 501–632 NCTC: パシロ 1501–1512 NCTC: パシロ 1533–1589 | CR SL6 | 4-6-2 | Hitachi, Kawasaki Shahekou, Kisha Seizō Nippon Sharyō | 1933–1944 | 77 |  | 566–569 & 571–578 to NCTC, replaced 1938 same nums | ||
| SMR: パシナ 970–981 (Pashina) | パシナ 1–12 | CR SL7 | 4-6-2 | Shahekou, Kawasaki | 1934–1936 | 12 |  | |||
| SMR: パシハ 811–816 (Pashiha) | SMR: パシハ 1–16 MNR: パシハ 501 | CR SL8 | 4-6-2 | Hitachi, Shahekou | 1937, 1940 | 17 |  |
| Class (Period 1) | Class (Period 2) | Class (Period 3) | Class (Period 4) | Postwar | Wheel arr. | Builder | In service (SMR+MNR) | Total in class | Image | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| SMR: 50−53 | SMR: A 50–53 | SMR: アメ 50–53 (Ame) | SMR: アメイ 1–4 | CR AM1 | 4-4-0 | ALCo | 1906 | 4 |  | |
| SMR: 100–101 | SMR: F 600–601 (to 1918) | MNR: テホニ 5621–5622 (Tehoni) | MNR: テホニ 501–502 | CR TH10 | 4-6-0 | ALCo | 1906 | 4 | to Jichang Jidun Railway in 1918; to MNR 1933 | |
| SMR: F1 602–619 | SMR: テホイ 602–619 (Tehoi) MNR: テホサ 5650–5651 (Tehosa; from SMR 1933) | SMR: テホイ 1–15 MNR: テホイ 501–502 | CR TH1 | 4-6-0 | ALCo | 1908 | 17 |  | ||
| SMR: F1 620–624 | SMR: テホニ 620–624 (Tehoni) | SMR: テホイ 16–20 | CR TH1 | 4-6-0 | ALCo | 1912 | 5 | |||
| SMR: F2 700–704 | SMR: テホサ 700–704 (Tehosa; to 1931) MNR: テホコ 5700–5704 (Tehoko; from 1933) | MNR: テホサ501–505 | CR ? | 4-6-0 | Beyer, Peacock & Company | 1931 | 5 | |||
| SMR: ダブサ 500–501 (Dabusa) | SMR: ダブサ 1–2 | CR LD1 | 4-4-4T | Kawasaki | 1936 | 2 |  |
| Class (Period 1) | Class (Period 2) | Class (Period 3) | Class (Period 4) | Postwar | Wheel arr. | Builder | In service (SMR+MNR) | Total in class | Image | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| SMR: マテイ 1800–1806 (Matei) | SMR マテイ 1–7 | CR MT1 | 4-8-2 | Kawasaki, Hitachi | 1936 | 7 |  | |||
| SMR: ミカニ 1600–1640 (Mikani) | SMR: ミカニ 1–41 | CR JF2 | 2-8-2 | ALCo, Shahekou, Kawasaki, Kisha Seizō | 1924–1932 | 41 |  | |||
| SMR: ミカシ 1650–1664 (Mikashi) | SMR: ミカシ 1–15 | CR JF4 | 2-8-2 | Kawasaki (1–11), Kisha Seizō (12–15) | 1935 | 15 |  |
| Class (Period 1) | Class (Period 2) | Class (Period 3) | Class (Period 4) | Postwar | Wheel arr. | Builder | In service (SMR+MNR) | Total in class | Image | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| SMR: ? | SMR: B6 various | -- | -- | -- | 0-6-2T | various | 187 | 1905 (to SMR) |  | 1067 mm gauge. 12 to Taiwan Government Railway, rest returned to Japan in 1908. |
| SMR: 1–2 | SMR: H 1000–1001 (to 1918) | MNR: ソリシ 6050–6051 (Sorishi) | MNR: ソリロ 505–506 (Soriro) | CR KD23 | 2-8-0 | ALCo | 1906 | 2 | to Jichang Ry. in 1918 | |
| SMR: 3–7 | SMR: H1 1002–1047 | SMR: ソリイ 1002–1047 (Sorii) MNR: ソリナ 6200–6214 (Sorina) | SMR: ソリイ 1–26 MNR: ソリイ 501–515 | CR KD1 | 2-8-0 | ALCo | 1907–1908 | 41 |  | 15 to MNR in 1933 |
| SMR: 34–53 | SMR: H2 1048–1067 | SMR: ソリニ 1048–1067 (Sorini) | SMR: ソリニ 1–20 | CR KD11 | 2-8-0 | Baldwin | 1907 | 20 | ||
| SMR: H3 1068–1107 | SMR: ソリサ 1068–1107 (Sorisa) MNR: ソリク (Soriku) | SMR: ソリサ 1–7 MNR: ソリサ 501–533 | CR KD3 | 2-8-0 | Beyer, Peacock & Company | 1910–1911 | 40 | 13 to MNR in 1933, 20 to MNR in 1935 | ||
| SMR: H4 1200–1212 | SMR: ソリシ 1200–1212 (Sorishi) MNR: ソリチ 6280–6292 (Sorichi) | MNR: ソリサ 534–546 | CR KD3 | 2-8-0 | Shahekou | 1914–1920 | 13 | to MNR in 1933 | ||
| SMR: ソリサ 8–22 (Sorisa) MNR: ソリサ 547–561 | CR KD10 | 2-8-0 | Baldwin, Altoona Works | 1905–1907 | 30 |  | From PRR in 1938 | |||
| SMR: M 1500–1524 | SMR: ミカイ 1500–1569 (Mikai) MNR: ミカ 1500–1533 (Mika; 1st) MNR: ミカナ 6700–6773 (Mikana; 2nd) | SMR: ミカイ 1–70 MNR: ミカイ 501–574 | CR JF1 | 2-8-0 | ALCo, Shahekou, Kisha Seizō, Kawasaki, Hitachi, Nippon Sharyō | 1918–1935 | 144 | |||
| SMR: ミカサ 1400–1442 (Mikasa) MNR: ミカロ 6600–6647 (Mikaro) | SMR: ミカロ 1–43 MNR: ミカロ 501–548 | CR JF6 | 2-8-2 | Kawasaki, Kisha Seizō, Hitachi, Nippon Sharyō | 1934 | 91 | ||||
| SMR: ミカコ 1570–1587 (Mikako) MNR: ミカナ 6774–6899 (Mikana) MNR: ミカナ 16700–16717 MNR: ミカナ 16737–16738 | SMR: ミカイ 71–341 (Mikai) MNR: ミカイ 575–1283 NCTC: ミカイ1501–1769 | CR JF1 | 2-8-2 | Shahekou, Kisha Seizō, Kawasaki, Hitachi | 1935–1945 | 980 |  | 20 from MNR to NCTC in 1938 | ||
| SMR: ミカロ 1480–1499 (Mikaro) SMR: ミカロ 11400–11401 MNR: ミカロ 6648–6699 MNR: ミカロ 16600–16638 | SMR: ミカロ 44–101 MNR: ミカロ 549–639 MNR: ミカロ 645–724 NCTC: ミカロ 1501–1620 (?) | CR JF6 | 2-8-2 | Kawasaki, Kisha Seizō, Hitachi, Shahekou, Nippon Sharyō, Dalian | 1935−1944 | 228 |  | MNR 640–644 to NCTC | ||
| SMR: P 1700–1761 | SMR: デカ 1700–1761 (Deka) MNR: デカ 6900–6914 | SMR: デカイ 1–47 (Dekai) MNR: デカイ 501–515 | CR DK1 | 2-10-0 | ALCo, Shahekou | 1919 | 62 | 15 to MNR in 1935 |
| Class (Period 1) | Class (Period 2) | Class (Period 3) | Class (Period 4) | Postwar | Wheel arr. | Builder | In service (SMR+MNR) | Total in class | Image | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| SMR: C 300-311 | SMR: エト xxx (Eto) | SMR: エトイ xxx (Etoi) | CR ET6 | 0-8-0 | Baldwin Locomotive Works | 1919 | 12 | |||
| SMR: D 200-234 | SMR: プレ xxx (Pure) MNR: プレシ (x)–(x+3) (Pureshi) | SMR: プレイ 1–? (Purei) MNR: プレイ 501–503 | CR PL1 | 2-6-2 | ALCo | 1908 | 35 | 3 to MNR 1933 | ||
| SMR: プレニ 1–20 (Pureni) | CR PL2 | 2-6-2 | Nippon Sharyō | 1935 | 20 |  | ||||
| SMR: プレサ 1–18? (Puresa) | CR PL3 | 2-6-2T | Gyeongseong | ? | >18 |  | from Sentetsu after 1938 | |||
| SMR: 1-33 | SMR: E 400-468 | SMR: ダブ 4xx (Dabu) MNR: ダブコ xxx (Dabuko) | SMR: ダブイ 1–? (Dabui) MNR: ダブイ 501–549 | CR DB1 | 2-6-4T | ALCo | 1907 | 69 |  | 15 to Army 1931–33 40 to MNR 1933 |
| SMR: ダブニ xxx (Dabuni) | CR DB2 | 2-6-4T | ? | 1934 | ? |  |
| Class (Period 1) | Class (Period 2) | Class (Period 3) | Class (Period 4) | Postwar | Builder | In service | Total in class | Image | Notes |
|---|---|---|---|---|---|---|---|---|---|
| SMR: ジキイ 7000 | ジキイ1 | ? | Kisha Seizō | 1931 | 1 |  | First diesel locomotive in China. | ||
| SMR: K xxx | SMR: クレ xxx (Kure) | SMR: クレイ xxx (Kurei) | to CR | Borsig | 1909 | 4 | Railway cranes for shop and emergency use | ||
| SMR: クレ xxx (Kure) | SMR: クレ xxx (Kure) | ? | Kisha Seizō | 1931 | 1 |  | 80-ton railway crane; proved too large for efficient use. | ||
| SMR: クレ xxx (Kure) | SMR: クレ xxx (Kure) | ? | Kisha Seizō | 1933 | ? | 45-ton railway cranes | |||
| MNR: ミカク 501 (Mikaku) | - | Dalian | 1941 | 1 | Experimental water-recycler for long-distance operation. In testing ran 1,600 km (990 mi) without taking on water | ||||
| SMR: リクイ (Rikui) | - | - | - | 0 | 2-8-4 derivative of Mikai class, incomplete | ||||
| SMR: リクニ (Rikuni) | - | - | - | 0 | 2-8-4 derivative of Mikaro class, incomplete | ||||
| SMR: シカ xxx (Shika) | SMR: シカイ xxx (Shikai) | ? | Rogers | 1898 | ? | ex Jinghan Railway; used at Shahekou Works, not for revenue service |
| Class (Period 1) | Class (Period 2) | Class (Period 3) | Class (Period 4) | Postwar | Builder | In service | Total in class | Notes |
|---|---|---|---|---|---|---|---|---|
| SMR: I xxx | SMR: スペ xxx (SuPe) | SMR: スペ1 1–2 (SuPe1) | - | Baldwin | 1907 | 2 | Steam railcars. Passenger compartment converted to office space for inspection crew. | |
| SMR: モタ 1–2 (MoTa) | SMR: モタ2 1–2 (MoTa2) | ? | ? | 1910–1911 | 2 | 2-axle petrol-powered railcars made in the UK for track maintenance. | ||
| SMR: モタ1 1 (MoTa1) | SMR: スペキ1 1 (SuPeKi1) | ? | Shahekou | 1931 | 1 | All-steel railcar with two 135 hp (101 kW) Mack petrol engines and electric transmission. |
Due to the inefficiencies of mixed trains for passenger services due to the long station stops needed for the shunting of freight cars to their destinations, Mantetsu opted to begin using passenger railcars on routes with lower passenger demand, for school shuttles, and the like. These railcars were somewhat different in character from those found in Japan, where they were introduced primarily as a competitive measure against the arrival of busses.
As a result of experimentation with different technologies and fuel types (diesel, petrol, heavy oil, kerosene, etc.), there were a comparatively large number of classes of railcar operated over a relatively short period of time. Eventually, Mantetsu settled on railcars with petrol engines and mechanical transmission, and such railcars became the most numerous. Aside from a number built by the Shahekou Works, these railcars were for the most part built by Nippon Sharyō in Japan.
Although most were introduced in Period 3, due to the overlap in the Mantetsu and Manchurian National classifications of railcars, the list below is presented in the order of the unified classification scheme of 1938 (Period 4).
| Class (Period 3) | Class (Period 4) | Postwar | Builder | In service | Total in class | Capacity | Weight | Engine | Transmission | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| SMR: ケハ1 1 (KeHa-1) | - | - | ? | 1930 | 1 | ? | ? | Petrol | ? | 2-axle 3rd class railcar. Retired by 1938. |
| SMR: ケハ2 10–14 (KeHa-2) | MNR: キハ1 201–205 (KiHa-1) | ? | Nippon Sharyō | 1930 | 5 | 50 | 15.32t | Waukesha 6SRL petrol | mech | To MNR in 1935–36. |
| SMR: ケハ3 101–112 (KeHa-3) | SMR: キハ2 101–112 (KiHa-2) | ? | Nippon Sharyō | 1930 | 12 | 110 | 22.6t | Waukesha 6RB petrol | mech | 3rd class railcars. |
| MNR: 國ケハ3 72–73 (KokuKeHa-3) | MNR: キハ2 201–202 | ? | Nippon Sharyō | 1933 | 2 | 84 (summer) 78 (winter) | 22.5t | petrol | mech | 3rd class railcars with baggage room. |
| SMR: ケハ4 201–202 (KeHa-4) | SMR: キハ3 101–103 | ? | Nippon Sharyō | 1932 | 3 | 84 (summer) 78 (winter) | 21.5t | petrol | mech | 3rd class railcars. |
| SMR: ケハ4 203–210 | SMR: キハ3 104–111 | ? | ? | 1933 | 8 | 84 (summer) 78 (winter) | 21.5t | petrol | mech | 3rd class railcars. |
| SMR: ケハ4 211–213 | SMR: キハ3 112–114 | ? | Nippon Sharyō | 1934 | 3 | 84 (summer) 78 (winter) | 21.5t | petrol | mech | 3rd class railcars. |
| SMR: ケハ4 214–221(?) | SMR: キハ3 115–222 | ? | ? | 1935 | 8 | 84 (summer) 78 (winter) | 21.5t | petrol | mech | 3rd class railcars. |
| MNR: 國ケハ2 71 (KokuKeHa-2) | MNR: キハ3 201 | ? | Nippon Sharyō | 1933 | 1 | 73 (summer) 68 (winter) | 22.5t | Waukesha 6RB petrol | mech | 3rd class railcars with 7-person VIP room. |
| MNR: 國ケハ1 102–130 (KokuKeHa-1) | MNR: キハ3 200–228 | ? | Nippon Sharyō | 1933 | 29 | 84 (summer) 78 (winter) | 21.5t | Kawasaki KW127 petrol | mech | 3rd class railcars. |
| SMR: ケハ4 222–225? | SMR: キハ3 123–126 | ? | Nippon Sharyō? | 1937 | 4 | 84 (summer) 78 (winter) | 21.5t | Waukesha 6WRB petrol | mech | 3rd class railcars. |
| - | SMR: キハ3 127–129 | ? | Nippon Sharyō? | 1938 | 3 | 84 (summer) 78 (winter) | 21.5t | Waukesha 6WRB petrol | mech | 3rd class railcars. |
| - | SMR: キハ3 130–135 | ? | Nippon Sharyō? | 1939 | 6 | 84 (summer) 78 (winter) | 21.5t | Waukesha 6WRB petrol | mech | 3rd class railcars. |
| - | SMR: キハ3 136–145 | ? | Nippon Sharyō? | 1940 | 10 | 84 (summer) 78 (winter) | 21.5t | Waukesha 6WRB petrol | mech | 3rd class railcars. |
| SMR: ケハ5 301–302 (KeHa-5) | SMR: キハ4 101–102 (KiHa-4) | ? | Nippon Sharyō? | 1937 | 2 | 82 | petrol | mech | 3rd class railcars. | |
| MNR: 國ケハ4 201–203 (KokuKeHa-4) | MNR: キハ5 201–203 (KiHa-5) | ? | Nippon Sharyō? | 1935 | 3 | 92 (summer) 86 (winter) | 26.5t | Kawasaki KP170 petrol | mech | 3rd class railcars. |
| Class (Period 3) | Class (Period 4) | Postwar | Builder | In service | Total in class | Capacity | Weight | Engine | Transmission | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| SMR: ジハ2 1 (JiHa-2) | SMR: ケハ3 101 (KeHa-3) | ? | Nippon Sharyō | 1934 | 1 | 84 (summer) 78 (winter) | 21.5t | 130 hp AEC Diesel | ? | 3rd class railcar for high-speed testing. Body based on KiHa-3 100-series. Streamlined front end. |
| MNR: 國ジハ1 2101–2104 (KokuJiHa-1) | MNR: ケハ3 202–205 | ? | Nippon Sharyō | 1936 | 4 | 84 (summer) 78 (winter) | 25.5t | Mitsubishi Diesel | ? | 3rd class railcar. Body similar to KiHa-3 100-series. |
| MNR: 國ジハ2 2201–2206 (KokuJiHa-2) | MNR: ケハ5 201–206 | ? | Nippon Sharyō | 1936 | 6 | 92 (summer) 86 (winter) | 26.3t | Mitsubishi or Niigata Tekkō Diesel | ? | 3rd class railcar. |
| SMR: ジハ4 101–102 (JiHa-4) | SMR: ケハ6 101–102 | ? | ? | 1937 | 2 | 82 (summer) 76 (winter) | 34.47t | Kobe Mitsubishi 8T13.5/T Diesel | Sinclair TC-50 hydraulic | Streamlined 3rd class railcars. |
| MNR: 國ジハ3 2301–2302 (KokuJiHa-3) | MNR: ケハ7 201–202 | ? | ? | 1938 | 2 | 92 (summer) 86 (winter) | 34.5t | 150 hp Mitsubishi Diesel | Hoyt hydraulic | Streamlined 2-car 3rd class DMU. |
| Class (Period 3) | Class (Period 4) | Postwar | Builder | In service | Total in class | Capacity | Weight | Engine | Transmission | Notes |
|---|---|---|---|---|---|---|---|---|---|---|
| SMR: ジハ1 1–2 (JiHa-1) | SMR: ジハ1 1–2 (JiHa-1) | ? | Dalian Machinery | 1931 | 2 | 65 (summer) 59 (winter) | 49.23t | 250 hp Sulzer Diesel | electric | 3rd class power car. |
| SMR: ハト2 1–2 (HaTo-2) | SMR: ハフ2 1–2 (HaFu-2) | ? | Shahekou | 1931 | 2 | 104 (summer) 92 (winter) | 24.2t | - | - | 3rd class trailer for JiHa-1. |
| SMR: ジテ1 1–6 (JiTe-1) | SMR: ジテ1 1–6 (JiTe-1) | ? | Nippon Sharyō | 1935 | 6 | 4t baggage | 40.0t | First four: Sulzer 6VL25 Last two: Niigata K6D | ? | Streamlined power car with baggage room. Usual trainset ジテ1+ロハフ1+ハフ1+ハフセ1 or ジテ1+ロハフ1+2x ハフ1+ロハフ1+ジテ1. Used by CR around Fushun after the war, derivatives also built and used until recently. |
| SMR: ロハフ1 1–6 (RoHaFu-1) | SMR: ロハフ1 1–6 | ? | Nippon Sharyō | 1935 | 6 | 28+58& (2nd/3rd) | - | - | - | 2nd+3rd class trailer for JiTe-1. Also used as passenger cars behind Dabusa classlocomotives during oil shortage. Total train weight: ジテ1+ロハフ1+ハフ1+ハフセ1 133t. |
| SMR: ハフ1 1–6 (HaFu-1) | SMR: ハフ1 1–6 | ? | Nippon Sharyō | 1935 | 6 | 102 | - | - | - | 3rd class trailer for JiTe-1. Also used as passenger cars behind Dabusa class locomotives during oil shortage. Total train weight: ジテ1+ロハフ1+ハフ1+ハフセ1 133t. |
| SMR: ハフセ1 1–6 (HaFuSe-1) | SMR: ハフセ1 1–6 | ? | Nippon Sharyō | 1935 | 6 | 98 | - | - | - | 3rd class driving trailer for JiTe-1. Also used as passenger cars behind Dabusa class locomotives during oil shortage. Total train weight: ジテ1+ロハフ1+ハフ1+ハフセ1 133t. |
Like with locomotives, in Periods 1 and 2 most passenger cars were imported from the US.
The South Manchuria Railway, officially The South Manchuria Railway Company, Ltd., Mantetsu or Mantie for short, was a large National Policy Company of the Empire of Japan whose primary function was the operation of railways on the Dalian–Fengtian (Mukden)–Changchun corridor in northeastern China, as well as on several branch lines.
The 253 series (253系) is a DC electric multiple unit (EMU) train type operated by East Japan Railway Company. It was introduced on 19 March 1991 for use exclusively on the Narita Express, a limited express service linking Narita International Airport with stations in the Tokyo area. The 253 series trains were withdrawn from Narita Express services on 30 June 2010, with two trains redeployed on Nikkō and Kinugawa limited express services from June 2011.
The Mizushima Rinkai Railway is a third-sector railway company based in Kurashiki, Okayama, Japan. The company took over operation of three former Kurashiki City Transportation Bureau lines in 1970. It mainly transports freight for the industrial area around the Port of Mizushima, but also operates a passenger service on the Mizushima Main Line
The Gulf, Mobile and Northern Railroad Rebels were lightweight, streamlined diesel-electric trains built by American Car and Foundry. The first two trains, purchased in 1935, provided service over the roughly 450 miles (720 km) between New Orleans, Louisiana, and Jackson, Tennessee. The third train, purchased in 1937, allowed service to be added between Jackson and Mobile, Alabama. Unlike other earlier diesel streamliners, these trains were not articulated, as their normal operation required adding and removing cars from the consist.
The 485 series was a Japanese limited express electric multiple unit (EMU) type introduced in 1964 by Japanese National Railways (JNR), and subsequently operated by the East Japan Railway Company, West Japan Railway Company (JR-West), and Kyushu Railway Company. Approximately 1,500 vehicles were built.
The Asia Express was a super express passenger train operated by the South Manchuria Railway (Mantetsu) from 1934 until 1943. This limited express, which began operation in November 1934 and was Mantetsu's most iconic train, operated in Manchukuo between Dalian and Changchun, and was extended to Harbin in 1935.
The China Railways SL7 class steam locomotive was a class of 4-6-2 express passenger steam locomotives operated by the China Railway. They were originally built for the South Manchuria Railway (Mantetsu) to pull the Asia Express - Mantetsu's signature train and most iconic locomotive, whose images were used on fliers, posters, postage stamps, and even children's school textbooks, as a symbol of technology and modernism in Manchukuo and was used to demonstrate the success of Japan's imperial project.
The Kŭmgangsan Electric Railway, later known as the Kŭmgangsan Line, was a railway line that formerly ran between Ch'ŏrwŏn to Naegŭmgang, on the inner side of Mount Kŭmgang. At Ch'ŏrwŏn, the line connected to the Kyŏngwŏn Line of the Chosen Government Railway (Sentetsu) the Kyŏngwŏn Line was split between Korail's Gyeongwon Line in South Korea and the Kangwŏn Line of the Korean State Railway.
The 455 series is a Japanese dual-voltage electric multiple unit (EMU) train type introduced by Japanese National Railways (JNR) on express services in 1965 and later operated by East Japan Railway Company, West Japan Railway Company (JR-West), and Kyushu Railway Company.
The KiHa 52 is a Japanese diesel multiple unit (DMU) type formerly operated by Japanese National Railways (JNR); JR Group companies such as JR East, JR West, JR Shikoku & JR Kyushu; and later by the private railway operator Isumi Railway based in Chiba, Japan, by overseas operators such as Myanmar Railways in Myanmar, and the Philippine National Railways in the Philippines.
The Chōsen Government Railway was a state-owned railway company in Korea during Japanese rule. It was also colloquially known by the abbreviated name Sentetsu (鮮鐵). It was the operational division of the Railway Bureau of the Government-General of Chōsen, which managed and operated railways in Chōsen, as well as supervised privately owned railway companies.
The Korean State Railway (Kukch'ŏl) operates a wide variety of electric, diesel and steam locomotives, along with a variety of electric multiple unit passenger trains. Kukch'ŏl's motive power has been obtained from various sources. Much, mostly steam and Japanese-made electric locomotives, was inherited from the Chosen Government Railway, the South Manchuria Railway (Mantetsu) and various privately owned railways of the colonial era. Many steam locomotives were supplied by various communist countries in the 1950s, including the Soviet Union, Czechoslovakia, Hungary, Poland, Romania, and China.
The China Railways SL6 class steam locomotive was a class of 4-6-2 superheated two-cylinder passenger steam locomotives operated by the China Railway. Originally built for the South Manchuria Railway (Mantetsu), the Manchukuo National Railway, the Central China Railway and the North China Transportation Company by several Japanese manufacturers between 1934 and 1940, they were the most numerous class of steam passenger locomotive in China, with 422 eventually built.
V&SAR Intercolonial Express Carriages were carriages on a new train called the Intercolonial Express running on Victorian Railways and South Australian Railways in 1887. The track of two railways met on Wednesday 19 January 1887. The Victorian Railways' Western Line to Dimboola, and the South Australian Railways' Wolseley line, met at Serviceton. Since both sides shared the broad gauge of 5'3", an agreement was made between the two railways allowing a pool of carriages, classed O, to be specifically allocated to interstate trains linking the capitals of Melbourne and Adelaide. The operating and maintenance cost of the new train would be funded by both railways, approximately 60% paid for by the Victorian Railways and 40% by the South Australian Railways.
The East Manchuria Railway (Japanese: 東満洲鉄道, Higashimanshū Tetsudō; Chinese: 東満洲鐵道, Dōngmǎnzhōu Tiědào; Korean: 동만주 철도 was a railway company in Manchukuo headquartered in Hunchun, Jilin Province. Its mainline ran from Hunyung in Korea on the South Manchuria Railway's North Chosen East Line to Panshi on the Manchukuo National Railway's Fenghai Line via Hunchun. From the mainline there were branchlines to Gangouzi and to Dongmiaoling.
The Manchukuo National Railway was the state-owned national railway company of Manchukuo. Generally called the "國線", it was controlled by the Manchukuo Ministry of Transportation and had its lines primarily in the central and northern parts of the country. In local newspapers it was simply referred to as "國鉄". It was built, operated and managed by the South Manchuria Railway, a state-owned national railway company of the Empire of Japan, of which the Kwantung Army frequently intervened in its affairs.
The China Railways SL4 class steam locomotive was a class of 4-6-2 passenger steam locomotives operated by the China Railway. They were originally built for South Manchuria Railway (Mantetsu), where they were designated Pashishi (パシニ) class. Mantetsu's 1938 "Pashishi" classification was made up of two distinct classes of locomotive, the former G2 and G3 classes, built in 1919 and 1921 respectively, for Mantetsu and for the Manchukuo National Railway.
The China Railways SL8 class steam locomotive was a class of 4-6-2 express passenger steam locomotives operated by the China Railway. They were originally built for the South Manchuria Railway (Mantetsu) and the Manchukuo National Railway between 1937 and 1940.
The China Railways JF2 class steam locomotive was a class of 2-8-2 steam locomotives for goods trains operated by the China Railway. They were originally built for the South Manchuria Railway (Mantetsu) by several American and Japanese manufacturers, as well as by Mantetsu's Shahekou Works, between 1924 and 1932.
The China Railways JF1 class steam locomotive was a class of 2-8-2 steam locomotives for freight trains operated by the China Railway. They were originally built in the United States, Japan and Manchukuo between 1918 and 1945 for the South Manchuria Railway (Mantetsu), the Manchukuo National Railway, the North China Transportation Company, and the Central China Railway. After the end of the Pacific War, they were taken over by the China Railway, the Korean State Railway in North Korea and by the Korean National Railroad in South Korea, and more were built in China after 1949 for the China Railway, which ultimately operated over 2,000 of the type.
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