Sentetsu Pashi class locomotives
| Sentetsu Pashi class | |||||||||
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Sentetsu Pashiko class locomotives パシコ7 and パシコ13 | |||||||||
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The Pashi or Pasi (Japanese パシ, Korean 파시) class locomotives were a group of steam tender locomotives of the Chosen Government Railway (Sentetsu) with 4-6-2 wheel arrangement. The "Pashi" name came from the American naming system for steam locomotives, under which locomotives with 4-6-2 wheel arrangement were called "Pacific".
As the 1920s approached, it became clear that Sentetsu needed more powerful locomotives than its existing Ame and Teho type locomotives to pull its important passenger trains. Consequently, Sentetsu turned to the Baldwin Locomotive Works once again, this time ordering passenger steam locomotives of the 4-6-2 wheel arrangement. Satisfied with these, another six were imported from the United States, this time from ALCO, in 1923. In the same year, Kisha Seizō of Japan built six copies of the Baldwin design and Kawasaki built six more of a similar design; these became the first Pashi type locomotives to be built domestically, and signalled the end of locomotive imports from overseas. All further Pashi type locomotives were built in Japan and Korea.[1]
In total, there were 144 Pashi type locomotives of five classes operated by Sentetsu. These were the Pashii, Pashini, Pashisa, Pashishi and Pashiko classes, of which the Pashishi class was the most numerous; the Pashiko class was the heaviest and fastest steam locomotive ever to be operated by a Korean railway company.[1]
Following the partition of Korea, these locomotives were all divided between the Korean National Railroad in the South and the Korean State Railway in the North;[1] of the 141 Pashi-class locomotives that survived the war, 73 went to the South and 68 to the North at the time of the division.[2] The KNR used them on passenger trains into the 1960s, while they lasted into the 1970s in KSR service, though little of their lives in the North is known.
The Pashishi class was also operated by the Central China Railway in Japanese-occupied China, and by the China Railway after the Liberation of China.
Pashii class (パシイ)
The first locomotives with a 4-6-2 wheel arrangement to operate on Korean rails was Sentetsu's Pashii (mean: Pacific class 1) class. This was a group of twelve locomotives built by Baldwin in the United States and delivered to Korea in 1921. They had a steel underframe, a hard link type front bogie and a spring type rear bogie, a Franklin injector, an automatic stoker, Gould regulator, and Westinghouse 6ET air brakes.[1] Originally numbered 901–918, they were the most American in appearance due to the arrangement of their running boards, and, like American locomotives, had the driver on the left hand side; this proved unpopular with the local crews, as they were the only left-side-drive locomotives in Korea until the arrival of the USATC S160 class after the end of the Pacific War.[2] Despite this drawback, they were considered a success, and in 1923 six copies were delivered from Kisha Seizō.[1] These moved the driver to the right side, and were originally numbered 919–924. A year later, they swapped numbers with the Pashini class locomotives that had been delivered in 1923 before the Pashii copies, becoming 913–918, and in Sentetsu's 1938 general renumbering, the eighteen locomotives were renumbered パシイ1–パシイ18.[2]
| Running Number | |||||
|---|---|---|---|---|---|
| Year | Original | 1924–1938 | Post-1938 | Builder | Total |
| 1921 | 901–912 | 901–912 | パシイ1–パシイ12 | Baldwin | 12 |
| 1923 | 919–924 | 913–918 | パシイ13–パシイ18 | Kisha Seizō | 6 |
| Total | 18 | ||||
Korean National Railroad Mika1 class (파시1)
The exact dispersal of the Pashii class between North and South after the partition of Korea is uncertain, but nine are known to have served with the Korean National Railroad, where they were classified 파시1 (Pashi1); these were 파시1-3 through 파시1-5, 파시1-7, 파시1-9, 파시1-10, 파시1-12, 파시1-16, and 파시1-18.[2] On 1 February 1954, 파시1-7 was pulling a 16-car passenger train southbound at Osan when it was destroyed in an accident. Running tender-ahead with no lights, it hit a South Korean Army lorry, which became wedged beneath the tender, derailing the locomotive and turning it around. The locomotive and three passenger cars were destroyed, and 57 people were killed.[2] None of the KNR units were preserved.
Korean State Railway
The service lives and subsequent fate of the Pashii class engines that ended up with the Korean State Railway in the North is unknown.
Pashini class (パシニ)
Following the success of the Pashii class, Sentetsu took delivery of six locomotives from ALCO of the United States in 1923. Classified Pashini, they were originally numbered 913–918, but after six Japanese-built copies of the Pashii class were delivered later in the same year, in 1924 the ALCO engines were renumbered 919–924 in order to free 913–918 up for the new Pashii units.[2] These engines were the very last class of locomotives imported by Sentetsu from outside the Japanese Empire.[1]
Their post-Liberation fate is not known.
Pashisa class (パシサ)
Along with the six Pashii copies built by Kisha Seizō, 1923 saw the delivery of another six similar locomotives from Kawasaki of Japan, the Pashisa class. Originally numbered 957–962, they became パシサ1–パシサ6 in Sentetsu's general renumbering of 1938.[3] The success of these engines and the Japanese-built Pashii copies proved that domestic (i.e. Japanese, Manchurian and Korean) industry was more than capable of building satisfactory locomotives, and signalled the end of the importation of locomotives from foreign sources.[1]
Korean National Railroad Mika3 class (파시3)
The division of the Pashisa class after the partition is not certain, but two are known to have gone south, where they served with the Korean National Railroad as 파시3-2 and 파시3-6.[3] The fate of the remaining four is unknown.
Korean State Railway
The service lives and subsequent fate of the Pashisa class engines that ended up with the Korean State Railway in the North is unknown.
Pashishi class (パシシ)
Based on the experiences gained through the rebuilding of the Pureshi class engines, the Pashishi class was, together with the Mikasa and Tehoro classes developed simultaneously, the first steam locomotive designed in-house by Sentetsu. Designed specifically for Korean operational conditions and needs, it proved to be very easy to build, operate and maintain, as care was taken during the design process to maximise the interchangeability of parts between the three classes.[1]
The Pashishi class were superheated two-cylinder locomotives intended for use on high-value passenger trains. 72 were built for Sentetsu between 1927 and 1940, and a further ten were delivered to the Central China Railway in 1942 and 1943, for a total of 82 produced. The Mikasa, Pashishi and Tehoro classes all had large heating areas. From their inception, the three classes were designed to use the lignite abundant in Korea, which is less efficient than the anthracite the American-built locomotives needed. The Pashishi class featured a conical boiler and a combustion chamber firebox to achieve sufficient combustion of the coal, which in turn significantly improved evaporation and maintenance of steam.[1] The experience with these three classes induced the Japan National Railways to install combustion chamber fireboxes on the 9700 and D52 classes built for the JNR from 1943.
Structurally it is generally an American design in its features, with the first dome being a sandbox, and the second being for steam. The firebox is located above the trailing axle. After the first four were completed, the design was modified, resulting in a slightly different appearance of the smokestack and the steam dome, and smoke deflectors were added. The tender is a four-axle type, running on two four-wheel bogies of American Bettendorf design. Four units, numbers パシシ981–パシシ984, were built in 1936 with partial streamlining, featuring a shroud on top of the boiler from the chimney to the cab, giving an appearance similar to the JNR's D51 22–23 locomotives. Further, they had a fully enclosed cab, a headlamp mounted at the centre of the smokebox door, and the idler wheels and tender wheels had roller bearings. A state-of-the-art locomotive in its time, the Pashishi class first entered service pulling the "Akatsuki" limited express, where its performance was found to be excellent,[1] and they were quickly put to use on the highest-value passenger trains in Korea, especially on the Gyeongbu and Gyeongui lines, such as the "Akatsuki" limited express mentioned previously, along with other express trains, and trains connecting to South Manchuria Railway express trains at Sinuiju/Andong.
By April 1938 twenty had been completed, numbered 971–990. In Sentetsu's 1938 general renumbering, these became パシシ1–パシシ20, and those units built after the renumbering continued the new sequence.[4]
| Running Number | |||||
|---|---|---|---|---|---|
| Year | Original | Post-1938 | Builder | Works Number | Total |
| 1927 | 971–974 | パシシ1–パシシ4 | Kawasaki | 1184–1187 | 4 |
| 1934 | 975–980 | パシシ5–パシシ10 | Kawasaki | 1508–1530 | 6 |
| 1936 | 981–984 | パシシ11–パシシ14 | Kawasaki | 1709, 1710, 1736, 1737 | 4 |
| 1937 | 985–990 | パシシ15–パシシ20 | Kawasaki | 1779–1782, 1836, 1837 | 6 |
| 1939 | パシシ21–パシシ46 | Kawasaki | 2047–2051, 2057–2061, 2100–2107, 2183–2190 | 26 | |
| 1940 | ミカサ47–ミカサ64 | Kawasaki | 2221–2224, 2241–2244, 2263–2266, 2291–2293, 2300–2302 | 18 | |
| ミカサ65–ミカサ72 | Nippon Sharyō | 847–854 | 8 | ||
| Total | 72 | ||||
After the end of the Pacific War, they were divided between the North and South, with roughly equal numbers of the 72 locomotives believed to have gone to the Korean National Railroad and the Korean State Railway.[4]
Korean National Railroad Pashi4 class (파시4)
The exact identities of the locomotives that went to each successor railway isn't certain, but the identities of five that went south to the KNR are known: 파시3-4, 파시3-9, 파시3-14, 파시3-39 and 파시3-62.[4]
Korean State Railway
The service lives and subsequent fate of the Pashishi class engines that ended up with the Korean State Railway in the North is unknown.
China Railways SL12 class (胜利12)
The Central China Railway suffered from a severe motive power shortage from its establishment in 1939. After receiving regauged JNR locomotives second-hand as an emergency measure,[5] new locomotives were delivered in the early 1940s. Amongst these were ten Pashishi class locomotives built for the Central China Railway by Kawasaki in 1942 and 1943.
| Year | Running Number | Builder | Works Number | Total |
|---|---|---|---|---|
| 1942 | パシシ11–パシシ15 | Kawasaki | 2666–2670 | 5 |
| 1943 | パシシ16–パシシ19, パシシ110 | Kawasaki | 2797–2801 | 5 |
| Total | 10 | |||
After the end of the Pacific War they were taken over by the Republic of China Railway, and following the subsequent establishment of the People's Republic of China, by the China Railway, which classified them ㄆㄒ十二 (PX12) in 1951; in 1959 they were reclassified 胜利12 (SL12) class (胜利 = Shènglì, "victory"), and they remained in service into the 1980s.
Pashiko class (パシコ)
Sentetsu designed the Pashiko class as a successor to the Pashishi class, with the first example, パシコ1, being delivered from Sentetsu's Gyeongseong Works in October 1939, and the second following a month later. They were not only the largest of all Sentetsu passenger locomotives, but at 159.8 t (176.1 short tons) they were the heaviest of all Sentetsu locomotives of any type, and with a maximum speed of 110 km/h (68 mph) they were the fastest as well.[1]
Like the Matei class, which was the largest of all Sentetsu's freight locomotives, the Pashiko class had a firegrate area of 6.2 m2 (67 sq ft), and like the Pashishi and its related classes, it was designed to use lignite, and featured a combustion chamber firebox and a conical boiler. Unlike the other Pashi classes, which had drivers of 1,750 mm (69 in) drivers, the Pashiko had even larger drivers of 1,850 mm (73 in).[1]
| Year | Running Number | Builder | Total |
|---|---|---|---|
| Oct 1939 | パシコ1 | Gyeongseong | 1 |
| Nov 1939 | パシコ2 | Gyeongseong | 2 |
| 1940 | パシコ3–パシシ12 | Kawasaki | 10 |
| 1941 | パシコ13–パシシ22 | Kawasaki | 10 |
| 1942 | パシコ23–パシシ35 | Kawasaki | 13 |
| 1943 | パシコ36–パシシ40 | Kawasaki | 5 |
| 1944 | パシコ41–パシシ42 | Kawasaki | 2 |
| Builder totals | Gyeongseong | 2 | |
| Kawasaki | 40 | ||
| Total | 42 | ||
After the Liberation and partition of Korea, they were divided between North and South, but the specifics of which engine went where are unclear.
Korean National Railroad Pashi5 class (파시5)
At least eighteen Pashiko class engines went south, where they became KNR class Mika5 (파시5); these were 파시5-1 through 파시5-5, 파시5-11, 파시5-12, 파시5-16, 파시5-19, 파시5-20, 파시5-21, 파시5-23, 파시5-24, 파시5-26, 파시5-30, 파시5-31, 파시5-37, 파시5-38, and they were widely used on passenger trains into the 1960s. 파시5-5 was partially streamlined and given a special livery with red trim in the mid-1950s by the US Army Transportation Corps railway crews.[6]
Korean State Railway
The service lives and subsequent fate of the Pashishi class engines that ended up with the Korean State Railway in the North is unknown.
Class Specifications
| Pashii | Pashini | Pashisa | Pashishi | Pashiko | |
|---|---|---|---|---|---|
| Builder | Baldwin Kisha Seizō | ALCO | Kawasaki | Kawasaki, Nippon Sharyō | Gyeongseong Works, Kawasaki |
| Build date | 1921 (Baldwin, 1–12) 1923 (Kisha Seizō, 13–18) | 1923 | 1923 | 1927–1940 (Kawasaki, 1-64) 1940 (Nippon Sharyō, 65–72) | 1939 (Gyeongseong, 1–2) 1940–1944 (Kawasaki, 3–42) |
| Driver diameter | 1,750 mm (69 in) | 1,750 mm (69 in) | 1,750 mm (69 in) | 1,750 mm (69 in) | 1,850 mm (73 in) |
| Length | 21,900 mm (71 ft 10 in) | 22,060 mm (72 ft 5 in) | 22,060 mm (72 ft 5 in) | 22,054 mm (72 ft 4.3 in) | 23,756 mm (77 ft 11.3 in) |
| Width | 3,200 mm (10 ft 6 in) | 3,054 mm (10 ft 0.2 in) | 3,054 mm (10 ft 0.2 in) | 3,054 mm (10 ft 0.2 in) | 3,170 mm (10 ft 5 in) |
| Height | 4,552 mm (14 ft 11.2 in) | 4,228 mm (13 ft 10.5 in) | 4,228 mm (13 ft 10.5 in) | 4,505 mm (14 ft 9.4 in) | 4,700 mm (15 ft 5 in) |
| Loco Weight | 94.40 t (104.06 short tons) | 90.40 t (99.65 short tons) | 89.60 t (98.77 short tons) | 92.40 t (101.85 short tons) | 112.00 t (123.46 short tons) |
| Tender Weight | 56.70 t (62.50 short tons) | 57.50 t (63.38 short tons) | 57.50 t (63.38 short tons) | 67.40 t (74.30 short tons) | 84.00 t (92.59 short tons) |
| Max speed | 95 km/h (59 mph) | 95 km/h (59 mph) | 95 km/h (59 mph) | 95 km/h (59 mph) | 110 km/h (68 mph) |
| Valve gear | Walschaerts | Walschaerts | Walschaerts | Walschaerts | Walschaerts |
| Tractive effort | 141.0 kN (31,700 lbf) | 140.0 kN (31,500 lbf) | 140.0 kN (31,500 lbf) | 140.0 kN (31,500 lbf) | 162.0 kN (36,400 lbf) |
| Cylinder size | 600 mm × 660 mm (24 in × 26 in) | 610 mm × 660 mm (24 in × 26 in) | 610 mm × 660 mm (24 in × 26 in) | 580 mm × 660 mm (23 in × 26 in) | 580 mm × 710 mm (23 in × 28 in) |
| Boiler pressure | 13.0 kgf/cm2 (185 psi) | 13.0 kgf/cm2 (185 psi) | 13.0 kgf/cm2 (185 psi) | 13.0 kgf/cm2 (185 psi) | 15.0 kgf/cm2 (213 psi) |
| Firegrate area | 4.33 m2 (46.6 sq ft) | 4.36 m2 (46.9 sq ft) | 4.36 m2 (46.9 sq ft) | 4.75 m2 (51.1 sq ft) | 6.20 m2 (66.7 sq ft) |
| Heating surface | 225.90 m2 (2,431.6 sq ft) | 225.90 m2 (2,431.6 sq ft) | 204.10 m2 (2,196.9 sq ft) | 176.10 m2 (1,895.5 sq ft) | 280.00 m2 (3,013.9 sq ft) |
| Superheater area | 61.20 m2 (658.8 sq ft) | 61.20 m2 (658.8 sq ft) | 75.30 m2 (810.5 sq ft) | 61.50 m2 (662.0 sq ft) | 113.70 m2 (1,223.9 sq ft) |
| Tube area | 208.90 m2 (2,248.6 sq ft) | 208.90 m2 (2,248.6 sq ft) | 187.10 m2 (2,013.9 sq ft) | 155.00 m2 (1,668.4 sq ft) | 252.60 m2 (2,719.0 sq ft) |
| Firebox area | 17.00 m2 (183.0 sq ft) | 17.00 m2 (183.0 sq ft) | 17.00 m2 (183.0 sq ft) | 21.10 m2 (227.1 sq ft) | 27.40 m2 (294.9 sq ft) |
| Small tubes (Number x diameter) | 168 x 51 mm (2.0 in) | 168 x 51 mm (2.0 in) | 127 x 51 mm (2.0 in) | 120 x 51 mm (2.0 in) | 75 x 51 mm (2.0 in) |
| Large tubes (Number x diameter) | 26 x 137 mm (5.4 in) | 26 x 137 mm (5.4 in) | 32 x 137 mm (5.4 in) | 28 x 137 mm (5.4 in) | 120 x 90 mm (3.5 in) |
| Water capacity | 20,800 L (5,500 US gal) | 22,700 L (6,000 US gal) | 22,700 L (6,000 US gal) | 28,000 L (7,400 US gal) | 35,000 L (9,200 US gal) |
| Fuel capacity | 8.0 t (8.8 short tons) | 9.4 t (10.4 short tons) | 9.4 t (10.4 short tons) | 12.0 t (13.2 short tons) | 14.0 t (15.4 short tons) |
| Operator | Chosen Government Railway Korean National Railroad Korean State Railway | Chosen Government Railway Korean National Railroad Korean State Railway | Chosen Government Railway Korean National Railroad Korean State Railway | Chosen Government Railway Korean National Railroad Korean State Railway Central China Railway China Railway | Chosen Government Railway Korean National Railroad Korean State Railway |
| Numbers in class (Sentetsu) | 18 | 6 | 6 | 72 | 42 |
| Fleet numbers (Sentetsu 1938–45) | パシイ1–パシイ18 | パシニ1–パシニ6 | パシサ1–パシサ6 | パシシ1–パシシ72 | パシコ1–パシコ42 |
References
- 1 2 3 4 5 6 7 8 9 10 11 12 Byeon, Seong-u (1999). 한국철도차량 100년사 [Korean Railways Rolling Stock Centennial] (in Korean). Seoul: Korea Rolling Stock Technical Corp.
- 1 2 3 4 5 6 http://donsdepot.donrossgroup.net/dr159.htm
- 1 2 http://donsdepot.donrossgroup.net/dr143.htm
- 1 2 3 http://donsdepot.donrossgroup.net/dr161.htm
- ↑ 中国蒸汽機車世紀集影 (Centennial Collection of Chinese Steam Locomotives), China Railway Publishing House, July 2001, ISBN 7-113-04148-5 (in Chinese)
- ↑ http://donsdepot.donrossgroup.net/dr168.htm
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