Opening of Japanese railway

The original railway (Yokohama) depicted in Ukiyo-e

The official opening of the Japanese railway (Nippon no Tetsudo Kaigyo), the section between Shimbashi Station near Tokyo (later Shiodome Station) and Yokohama Station (currently Sakuragicho Station), was the first railway line in Japan, was opened on October 14, 1872 (Meiji 5th year).

Japanese railroad overview

Picture of Perry's locomotive model

1825 (Bunsei 8th year), British Stockton-Darlington freight using steam locomotive railroad (Stockton and Darlington Railway) The service started, and in 1830 (Bunsei 13th year), a passenger railroad (Liverpool and Manchester Railway) was opened between Liverpool-Manchester, but Japanese people learned about these things in the 1840s (Tenbo years).

The first Japanese known to be on the railroad was drifted in the Pacific ocean and saved by a ship in America and lived in the United States for 10 years John Manjiro. (Manjiro Nakahama), which was in 1845 (Koka 2nd year).

In 1853 (Kaei 6th year), Russia's Yevfimiy Putyatin visited Nagasaki with the steam locomotive Model Train on board the ship. It was shown to Japanese people and a detailed explanation was given. The following year, Matthew Perry made his second visit, and the item presented to the shogunate included a large model, with Japanese official Hachinosuke Kawada on the roof at a speed of about 20 miles per hour. It is recorded that it ran at a speed of (32km). The situation at this time is written in both Perry's expedition and Kawada's diary. From the eyes of foreigners, it is humorously depicted as clinging to a model that increases in speed. On the other hand, it can be seen that Kawada's description often observes trains as machines ("Abe Masahiro and the Convention of Kanagawa」exhibition catalog ).

Model steam locomotive by Tanaka Hisashige and others

In Saga domain, he was particularly interested in this model, and in 1855 (Ansei 2nd year), Tanaka Hisashige (Karakuri Giemon) and the hands of Shigeomi and the clan school, the total length was about 27 cm. We have completed a model locomotive that runs on alcohol fuel. Although it was a model, it was the first locomotive made by the Japanese.

Furthermore, in 1858 (Ansei 5th year), a real steam locomotive with a 762 mm track, which the United Kingdom planned to use in Railway of China, was brought to Nagasaki for a month. We also conducted a demonstration run over the course.

In 1869 (Meiji 2nd year), the coal mine orbit (Kayanuma Coal Mine Orbit) started operation at the Kayanuma Coal Mine in Hokkaido. Even though it was a railroad, it was operated by cows and horses using wooden rails reinforced with iron plates. There is also a theory that this is the first Japanese railway.

Birth of railway floorplan design

The railway construction plan was influenced by the above, and some of the Bakumatsu had already appeared in Satsuma Domain, Saga Domain, Edo Shogunate, etc., but it became solidified. It was shortly after Meiji Restoration.

At that time, Asia was becoming colonial by Western great powers countries except for some parts such as Japan and Thailand. The Meiji government had set the goal of promoting Fukoku Kyohei to develop a modern nation in order to avoid it, but in order to make modernization based on the West visible to the general public, he decided to build a railroad. In addition, although sea transportation (sea shipping) was originally prosperous in Japan, it was essential to improve the efficiency of land transportation in inland areas where there was no water surface.

Initially, it will be between Tokyo and Kyoto / Osaka / Kobe, that is, it will be the backbone of Japan Sanfu And a line that branches off from Maibara to Tsuruga, which is a trading city on the Sea of Japan side. Around that time, the construction budget could not be lowered because the government had to take over the debt of each clan of about 24 million ryo (current value is about 560 billion yen) due to return of print to abandoned clan prefecture rice field. In addition, the military said that the military should be strengthened first, and there were voices of opposition centered on Takamori Saigo. There was a voice saying that railway construction should be carried out even with capital from the private sector, but considering that construction will not proceed without actually seeing the railway, the capital Tokyo and the Kanagawa port are the sections that will be model cases for the time being. During a certain Yokohama section, it was decided to lay 29km in 1869 (Meiji 2nd year).

Back in 1867 (Keio 3rd year), America embassy staff member Portman was discovered by the Edo Shogunate Old After receiving the "Edo-Yokohama Railway Construction License" (Japanese provide only land) from Ogasawara Nagamichi, he urged the new government after the Meiji Restoration to fulfill it, but the Meiji government said, "This document the signature on the Shogunate side has been rejected since the establishment of the new government and has no diplomatic authority. "

Since it was impossible for Japan to build on its own with the national power of Japan at that time, the United Kingdom was selected as a country to support technology and funds. Although the new government once highly valued the technological capabilities of Britain, the birthplace of railways, the presence of the minister to Japan Harry Parkes who made constructive proposals for Japanese railways was also significant. The following day in 1870 (Meiji 3rd year), Edmund Morel was appointed as the chief architect from England, and full-scale construction began. On the Japanese side, 1871 (Meiji 4th year) Inoue Masaru (the father of Japanese railways, who is also famous as a national railway scholar) was appointed as the head of the mine and the head of the railway, and was involved in the construction.

On December 12, 1869 (November 10 of the lunar calendar), the government decided to construct railways between Tokyo and Kyoto (via Nakayama road), between Tokyo and Yokohama, between Kyoto and Kobe, and between Lake Biwa and Tsuruga (old calendar). (November 12), promulgated a bond issuance contract for a loan of 1 million pounds with a 10% interest rate to the Englishman Leh. Foreign bond affairs, edited by the Ministry of Finance .

Track laying and opening

Track laying

1870 (Meiji 3rd year), surveying for railway and construction began during the same year. Initially, they were thinking of importing sleepers made of iron, but due to the intention of Edmund Morel, they decided to use domestic wood that is easy to process. Considering budget issues and future railway construction, it was decided that it would be better.

The line was set near the coast to facilitate construction, and many bridges were built to cross the rivers, but all the bridges at the time of opening were wooden bridges (Tama River (Rokugo River) Rokugo River Bridge was imported from wrought iron parts manufactured in the United Kingdom in 1875. It was replaced in 1877 ).

In addition, of the 29km of the entire line, about 10km, which is one-third, became a marine track. Of the lines that pass near the coast, about 2.7km from Tamachi to Shinagawa, an embank with a width of about 6.4m was constructed and a line was laid to avoid the land of the Navy (Takanawa embankment) . Construction of the Takanawa embankment began in 1870, with stone walls on both sides and waterways at four locations where ships pass . The exact location of the Takanawa embankment was unknown due to the progress of land reclamation in the vicinity from the end of the Meiji era to the beginning of the Showa era. Some remains were found . Also, in Yokohama, about 1.4km from the old Kanagawa Station to Yokohama Station (currently Sakuragicho Station), the width is 65m (Takashima Kaemon. A dam (of which about 9m was a railroad) was constructed. Although the surrounding area was reclaimed by the Taisho era and the dam disappeared, the site is still used as a railroad track National Highway No. 16.

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  Overall view of Yokohama Station (currently Sakuragicho Station)

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  Takanawa embankment excavated

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  Kanagawa Station-Map depicting the dam of Yokohama Station (1881)

Preparation for opening

On February 6, 1870 (January 6th of the lunar calendar), Foreign Minister Sawa Nobuyoshi notified the US minister of the cancellation of the railway construction contract with the American Portman, and the minister on February 13 (January 12th of the lunar calendar). Protested. In (January of the lunar calendar), Sir Tani Akira submitted a white paper on railway construction to encourage the government. On April 19th (March 19th of the lunar calendar), the government set up a railroad hook and started surveying between Tokyo and Yokohama (March 25th of the lunar calendar). August 26 (July 30 of the lunar calendar) Railroad Kake started surveying between Osaka and Kobe.

September 28, 1871 (August 14th of the lunar calendar) The railway dormitory requested the Shinagawa Tokyo and Kanagawa prefectures to notify the two prefectures of the exclusion zone. Around this time, a test run was started at the completed Keihin-ma Railway.。

April 5, 1872 (February 28, 1872) The railroad abbreviation is sought (Daijo-kan). June 9 (May 4 of the lunar calendar) Railroad crime punishment cases and revised railroad abbreviations were enacted (Daijo-kan). June 12 (May 7th of the lunar calendar) Temporary railway opening between Shinagawa and Yokohama . Passenger transportation started between Shinbashi and Yokohama on October 15 (September 13 of the lunar calendar), and freight transportation started on September 15, 1873.

The track construction under the guidance of a British engineer was almost completed, and for safety confirmation and crew training, on June 12, 1872 (May 7, 1872) Shinagawa Station --Yokohama Station (currently) Sakuragicho Station) was temporarily opened, and two round-trip trains a day were operated, and on the following 13th, there were six round-trips. There was no station on the way for a while, but on July 10th, Kawasaki Station and Kanagawa Station (abandoned station) started operations .

On October 14, 1872 (September 12, 1872), the official opening day, a ceremony was held at Shimbashi Station. Emperor Meiji and Omeshi Ressha carrying construction personnel made a round trip to Yokohama.

Main passengers of the first train

Meiji Government	Emperor Meiji (head of state), King Arisugawa (royal family), Sanjo Sanetomi (Minister of Government), Masaru Inoue (railroad head), Yozo Yamao (Ministry of Industry), Takamori Saigo (counselor), Shigenobu Okuma (counselor) ), Itagaki Retirement (Sangi), Katsu Kaishu (Navy), Yamagata Aritomo (Army), Eto Shinpei (Judiciary Lord), Shibusawa Eiichi (Ministry of Finance), Okubo Ichio (Tokyo Prefectural Governor)
Foreign Ambassadors	Italy Envoy Envoy, Envoy of the United States, Chargé d'Affaires of the United Kingdom, France Chargé d'Affaires, Spain Chargé d'Affaires, Austria Chargé d'Affaires, Russia Chargé d'Affaires
Ryukyu Kingdom Restoration Keiga Envoy	Ie Chochoku-Naoken (Prince, Masashi Ryukyu), Ginowan Asaho (Master, Ryukyu Deputy Envoy), Chofu Kyan (Pechin, Proponent) and others. (At the railway opening ceremony at Shimbashi Station, the Ryukyu envoy was dispatched from the Ryukyu dynasty as the Ishin Keiga ambassador in addition to foreign ambassadors from European countries to board the omeshi train.)

And the next day October 15, the business operation started. It was at this time that Tsurumi Station opened. At the time of official opening, the number of trains was 9 round trips a day, the total travel time was 53 minutes, and rail speed was 32.8km/hr.

To commemorate this, October 14th became "Railway Anniversary" in 1922 (Taisho 11th year). In 1994 (1994), the name was changed to "Railway Day" by Ministry of Transport.

Situation at the time of opening

Trains in the early Meiji era

Initially, the official opening was scheduled for October 11 (Old calendar September 9) in the Chuyo clause, but it was postponed due to the storm that day.

The fare for all sections at the time of opening was 1 yen 12 sen 5 rin for the upper class, 75 sen for the middle class, and 37 sen 5 rin for the lower class. Even the lower class fare was equivalent to the price of 10kg of rice so it was fairly pricy. When it was temporarily opened between Shinagawa Station and Yokohama Station on June 12, it was 1 yen 50 sen for the upper class, 1 yen for the middle class, and 50 sen for the lower class. This is roughly the same as the average basket fare and the lower fare at that time, and the early basket and the upper grade. However, it was expensive and there were few passengers, so it was revised on July 10 to make the lower class 31 sen, 2 rin 5 mou in the same section. The reason why it is odd is that the quaternary system of 1 yen = 1 ryo = 4 bun = 16 shu still remained at that time

In the actual construction, Japanese technology with experience in building castles was utilized for civil engineering work, but only the Rokugogawa Bridge was made of wood under the guidance of an Englishman.

All train cars were imported from England. All 10 steam locomotives used a mixture of products from 5 companies in wheel Axle arrangement 1B (2-4-0) Tank locomotive. Perhaps there was a reason not to overburden one company and to distribute profits to each company. It is said that the locomotive manufactured by Sharp, Stewart, which had four cars, was the easiest to use. All passenger cars are two-axle cars, and 10 high-class cars (capacity 18 people), 40 middle-class cars (capacity 26 people), and 8 slow-speed cars were imported, but before the opening, 26 middle-class cars had a capacity of 52 people. It was converted into a lower car. At that time, the dolly and frame of the passenger car were made of iron, but the main body including the walls and roof were made of wood, and it was remodeled by a Japanese carpenter.

It is said that the attitude toward passengers was arrogant because there were many Shizoku in Railway workers. The engineer who drives the locomotive was a foreigner. In addition, it was left to the British engineer Walter Page to create the operation schedule.

Business sales results

The business situation of 1873 (Meiji 6th year) the year after the opening of the business is that the average number of passengers was 4347 per day, the annual passenger income is 420,000 yen and the freight income is 20,000 yen, and the direct expenses are 230,000 yen. After subtracting it, the profit is 210,000 yen. As a result, the recognition that "railroads are profitable" made news headlines. Regarding the ratio of passengers and freight, it seems that there was a lack of preparation for freight operation and sales on the railway side.

Background about the adoption of 1067mm gauge

Historical materials showing the reason why the width (gauge) of railroad was 1067 mm (narrow gauge), which was narrower than the 1435 mm (standard gauge) in Europe and the United States. Not currently used anymore.

Shigenobu Okuma, who was also in charge of the finances of the new government at that time, insisted that "'If you consider the budget and transportation demand, you should adopt narrow gauge and build a railway early" Edmund Morel. I was persuaded by a foreigner I hired. " Okuma himself did not understand the gauge at that time, and Okuma was recommended by the chairman of the Imperial Railway Association, who later stated that he was "unconscious of his life" to adopt the narrow gauge. Based on a quick record of the lecture given at the President's Welcome Supper (July 14, 1920)。

However, due to the financial situation of the Japanese government at that time (Takamori Saigo also cites financial problems as one of the reasons for the objection), they bought a vehicle for the main line of Europe and America. Considering the cost of transportation, it cannot be said that the judgment of the Japanese government was wrong.

Footnotes

• Denkisha Kenkyukai " Railway Pictorial" September 1968 issue No.205

  Yosuke Urakawa "Kip, the beginning of the train fare" (The story of the beginning of the railway 14) P.10.

• Shigenobu Okuma "Retrospective of the founding of railways such as gauge theory" "Retrospective of the founding of railways-Meiji" edited by Kazuya Sawa, Tsukiji Shokan, 1981
• All 19 volumes of the Japanese National Railways 100-year history "日本国有鉄道百年史" (abbreviated as "100-year history", shown in volumes and pages)
• "Illustrated JNR Complete History" (学習研究社, Author: Hideki Shozawa et al. ISBN 4056033668 Search this book on .)

Related items

• History of railways
• History of Japanese railways
• No. 1 locomotive ・ 2-5 locomotive ・ No. 6 and 7 locomotives ・ No. 8 and 9 locomotives ・ No. 10 locomotive
• Kaemon Takashima

External links

• Postal newsletter "Newspaper collection Meiji edition year history. First 卷" (National Diet Library Digital Collection) Railway opening ceremony photo available
• Railway opening ceremony admission ticket photo "Before and after the restoration" (National Diet Library Digital Collection)

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