Musashi Chūō Denki Tetsudō

Musashi Chūō Denki Tetsudō
Photo from around 1930
Route length:	8.4 km
Gauge :	1067 mm ( cape track )
Power system :	600 V  =
Legend ↑ Keiō lineage 1925– 0.0 Higashi-Hachiōji ( 京 王八 王子 ) 0.1 Keiō-ekimae ( 京 王 駅 前 ) 0.2 Shinmachi ( 新 町 ) 0.4 0.0 * Yokoyama-machi ( 横山 町 ) 0.4 * Hachiōji-ekimae ( 八 王子 駅 前 ) Yūbinkyoku-mae ( 郵 便 局 前 ) Yokamachi-itchōme ( 八日 町 一 丁目 ) Yokamachi-sanchōme ( 八日 町 三 丁目 ) Daiyoko-chō ( 大 横 町 ) Denki-tatemae ( 電 気 館 前 ) Yahatachō ( 八 幡 町 ) Yagi-machi ( 新 町 ) 2.2 Oiwake ( 追 分 ) Sen'nin-chō ( 千人 町 ) Jizōdō ( 地 蔵 堂 ) 3.8 Yokoyama-shakomae ( 横山 車庫 前 ) ↔ Goryō Line 1931-1945 4.0 Yokoyama-ekimae ( 横山 駅 前 ) Asakawa-shinchi ( 浅川 新地 ) Goryō-mae ( 御 陵 前 ) Asakawahara ( 浅川 原 ) 6.2 Asakawa-ekimae ( 浅川 駅 前 ) Kawaharajuku ( 川 原宿 ) ← Chūō main line 1901– Konaji ( 小名 路 ) Ochiai ( 落 合 ) 8.0 Takaobashi ( 高 尾 橋 ) Kyotaki ( 清 滝 ) ↓ Takao Tozan Dentetsu 1927–

The Musashi Chūō Denki Tetsudō ( Japanese 武 蔵 中央 電 気 鉄 道 , in German about "Electric Railway Central Musashi ") was a Japanese railway company that operated a tram line in the city of Hachiōji ( Tokyo Prefecture ) . The 8.4 km long line, opened in 1929, was taken over by Keiō Denki Tetsudō (now Keiō Dentetsu ) in 1938 and closed in 1939.

description

The route network of the Musashi Chūō Denki Tetsudō consisted on the one hand of an 8.0 km long main route along the Kōshū Kaidō (today's national road 20 ). It led from the Higashi-Hachiōji train station (now Keiō-Hachiōji ) to Takaobashi, where there was a connection to the Takao Tozan Dentetsu funicular to Mount Takao . There was also a 400 m long branch line from the Yokoyama-machi station to the Hachiōji station of the state railway . Both lines were single-track, had a track width of 1067 mm ( cape gauge ) and were electrified with 600 V DC . The electricity was supplied by a converter system built by English Electric .

history

On 31 January 1922, the company received Takaosan Denki Kido ( 高尾山電気軌道 ) the concession for the construction of a tram from the station Asakawa (today Takao Station ) to Takaobashi where they have a connection to the also planned funicular to Mount Takao should produce . Three years later, on September 25, 1925, she received an additional concession for an extension into the center of the city of Hachiōji. The company renamed itself in 1926 in Hachiōji Denki Tetsudō ( 八 王子 電 気 鉄 道 ) and in 1927 even planned the construction of a 40 km long overland tram to Ōmiya . This ambitious project required a capital increase. For this reason, the Musashi Chūō Denki Tetsudō was founded on April 3, 1929 , which took over the granted concessions.

The first section from Oiwake to Asakawa Station went into operation on November 23, 1929, followed by the section between Oiwake and the temporary Keiō-ekimae stop exactly one month later. On March 29, 1930, the Asakawa – Takaobashi section was added, and on October 3 of the same year the short extension to the new Higashi-Hachiōji station (now Keiō-Hachiōji ). The conclusion was made in April 1932 by the short branch line to Hachiōji station . The global economic crisis plunged the company into financial difficulties and made it impossible to continue building to Ōmiya.

On June 1, 1938, the shareholders sold their shares to the railway company Keiō Denki Tetsudō (now Keiō Dentetsu ). In order to avoid a competitive situation with their own routes (especially the Goryō Line ), they put the section from Higashi-Hachiōji station via Yokoyama-machi to Hachiōji station on the same day. Since the electrification of the Chūō main line, which ran largely in parallel, withdrew many passengers, the rest of the route was closed on June 30, 1939 and replaced by bus lines.

Railcar No. 3

vehicles

Nippon Sharyō Seizō supplied eleven class 1 railcars made of steel for the tram operation . They were two-axle and had a length of 11.125 m and a height of 3.560 m. Due to the narrow street width in front of the Hachiōji train station, they were very narrow at 2.118 m. Another special feature was the low-floor entrance, which was unusual for the time . The cars offered space for 84 passengers (including 32 seats) and were equipped with pantographs . After the line was closed, they were sold to several companies, including the Enoshima Dentetsu and the Beijing tram .

literature

• Masashi Iijima: 武 蔵 中央 電 気 鉄 道 と 御 陵 線 に つ い て . In: Tetsudō Pikutoriaru . No. 734 . Denkisha kenkyūkai, Chiyoda 2003, p. 127-133 .
• Yasuo Wakuda: 日本 の 市内 電車 1895–1945 . Seizando shōten, Shinjuku 2009, ISBN 978-4-425-96151-1 , p. 97-99 .

Individual evidence

1. ↑ 管 内 電 気 事業 要 覧. 第 11 回. National Parliamentary Library digital collection , 1929, accessed February 14, 2020 (Japanese). 
2. ↑ 軌道 敷設 特許 状 下 付. In: Official Gazette. National Parliamentary Library , February 3, 1922, accessed February 14, 2020 (Japanese). 
3. ↑ 軌道 特許 状 下 付. In: Official Gazette. National Parliamentary Library, September 30, 1925, accessed February 14, 2020 (Japanese). 
4. ↑ 軌道 特許 状 下 付. In: Official Gazette. National Parliamentary Library, July 23, 1938; accessed February 14, 2020 (Japanese). 
5. ↑ Keiō Dentetsu (Ed.): 京 王 ハ ン ド ブ ッ ク 2016 . (Keiō Handbook 2016). Tama 2016.
6. ↑ 日 車 の 車 輌 史 図 面 集 - 戦 前 私 鉄 編 上 . In: Nihon sharyō tetsudō dōkō-bu (ed.): 鉄 道 史 資料 保存 会 . 1996, p. 120 .