Ina Denki Tetsudō

from Wikipedia, the free encyclopedia
Ina Denki Tetsudō

logo
legal form Kabushiki-gaisha (joint stock company)
founding 1907
resolution 1943
Reason for dissolution nationalization
Seat Tokyo
Branch Railway company

The Ina Denki Tetsudō ( 伊 那 電車 軌道 ), also called Inaden ( 伊 那 電 ), was a private railway company in Japan . After its establishment in 1907, it built and operated the northernmost section of what would later become the Iida Line in Nagano Prefecture . This was 79.5 km long and led from Tatsuno via Iida to Tenryūkyō . The route was built in several stages over a period of 20 years. In 1943 the company was nationalized.

history

When planning the Chūō main line , the state railway administration decided on a route through the Kiso valley instead of the Ina basin . Local politicians and business people therefore applied for a concession to build an electric tram in 1895 . This step was unusual, especially since the Kyoto urban tram was the only electrically powered tram in all of Japan at the time. Although the application was approved in February 1897, the project failed because a recession meant that insufficient funds could be obtained.

A second attempt ten years later, however, was successful. The tram company Ina Densha Kidō , founded in September 1907, began the following month with land surveying and planning for a power station. After the land acquisition was completed, construction of the route began in November 1908. The opening of the first section between Nishimachi and Ina-Matsushima took place on December 28, 1909. To save costs, the company decided not to build a bridge over the Yokokawa River, so that passengers would have a short way between the Nishimachi station and the train station Tatsuno had to cover the Chūō main line on foot.

Several expansions to the south followed at short intervals in line with the construction progress: on February 22, 1911 from Nishimachi to Kinoshita, on November 3, 1911 to Misono, on January 4, 1912 to Ina-Kita, on May 11, 1912 to Inashi and on December 27, 1913 to Miyada. From that point on, the line was no longer legally considered a tram, but a small train . The line advanced from Miyada through the Ina Basin: on October 31, 1914 to Komagane and on December 26, 1914 to Ina-Fukuoka. After the construction of a bridge, the line could be extended on November 23, 1916 at its northern end from Nishimachi to Tatsuno station. Thus there was now a direct connection to the rest of the railway network. The southern end of the small train reached on February 11, 1918 to Iijima, on July 23, 1918 to Nanakubo, on December 12, 1918 to Takatōbara.

The railway company changed its name on August 20, 1919 to Ina Denki Tetsudō (Inaden for short). It extended the route on November 22, 1920 to Kami-Katagiri, on July 13, 1922 to Ina-Ōshima, on January 15, 1923 to Yamabuki, on March 13, 1923 to Ichida and on March 18, 1923 to Moto-Zenkōji . Finally, on August 3, 1923, Iida was reached, the largest place in the Ina Basin. Due to the route flush with the street in the northern part, the small railroad reached its capacity limits. Therefore a new route according to the railway standard was created between Tatsuno and Ina-Matsushima, which went into operation on March 16, 1923. At the same time, the contact wire voltage was increased from 600 V to 1200 V and over a dozen stops were canceled, which led to a marked reduction in travel time. The Inaden then put four further extensions into operation: on December 17, 1926 from Iida to Ina-Yawata, on February 5, 1927 to Kega, on April 8, 1927 to Dashina and on December 26, 1927 to Tenryūkyō at the southern end of the Ina Basin.

In 1935, the Inaden acquired the Ajima Jidōsha bus company . Two years later, the later so called Iida line was completed between Tatsuno and Toyohashi , but it was divided into four sections, each operated by a railway company. It was about the Inads, the Sanshin Tetsudō , the Hōraiji Tetsudō and Toyokawa Tetsudō . During the Pacific War , the government wanted to bring under its control several strategically important private railways that had been established after the first wave of nationalization in 1906/07 . After the Reichstag had passed the nationalization law as requested, the Railway Ministry took over the railway facilities of all four companies on August 1, 1943 and merged them to form the Iida line. The bus department had already been sold on April 1, 1941 to the company Ōhira Jidōsha , the power plant on April 1, 1942 to the state electricity company Chūbu Haiden (predecessor of Chūbu Denryoku ).

literature

  • Kaori Kasahara: 伊 那 電 覚 え 書 き . In: Tetsudō Pikutoriaru . No. 617 . Denkisha kenkyūkai, Chiyoda February 1996.

Individual evidence

  1. ↑ 人事 興 信 録. ２ 版 (明 ４１.６ 刊). National Parliamentary Library , 1911, accessed April 28, 2019 (Japanese).
  2. ↑ 地方 鉄 道 及 軌道 一 覧 昭和 10 年 4 月 1 日 現在. In: Official Gazette. National Parliamentary Library, April 1, 1935, accessed April 28, 2019 (Japanese).
  3. ↑ a b 箕 輪 町 史 自然 ・ 現代 編. Minowa City Council, September 25, 2014, archived from the original on March 4, 2016 ; Retrieved April 28, 2019 (Japanese).
  4. ↑ 電 気 事業 要 覧. 第 13 回. National Parliamentary Library, 1919, accessed April 28, 2019 (Japanese).
  5. ↑ 地方 鉄 道 運輸 開始. In: Official Gazette. National Parliamentary Library, August 7, 1923, accessed April 28, 2019 (Japanese).
  6. ↑ 地方 鉄 道 運輸 開始. In: Official Gazette. National Parliamentary Library, March 21, 1923, accessed April 28, 2019 (Japanese).
  7. ↑ 地方 鉄 道 運輸 開始. In: Official Gazette. National Parliamentary Library, January 19, 1928; accessed April 28, 2019 (Japanese).
  8. ↑ 鉄 道 省 告示 第 204 号. In: Official Gazette. National Parliamentary Library, July 26, 1943, accessed April 28, 2019 (Japanese).