【カオス】有名すぎる私鉄の今 伝説を生んだ背景とあの制度 廃線から30年、消える痕跡と残り続ける痕跡｜野上電鉄【Takagi Railway】

【カオス】有名すぎる私鉄の今 伝説を生んだ背景とあの制度 廃線から30年、消える痕跡と残り続ける痕跡｜野上電鉄【Takagi Railway】

Thank you for watching. This time, we would like to introduce you to that private railway that disappeared 30 years ago. We will use nostalgic photos and local footage to explain the reasons behind the line’s exceptional history and the traces of the line, which will be drastically reduced. This is Kainan Station on the Kisei Main Line in Wakayama Prefecture in Japan. The fare from Osaka to this station is 1,520 yen (about 10 dollars) and takes about 1 hour and 10 minutes on limited express train. During the day, there are two local trains and one limited express train. It was elevated in 1998 and became a station with two platforms and four tracks. This station itself is a common elevated station, but the line I’m introducing this time passes nearby. Go to the east exit on the opposite side of the station. There is no bus stop here, but there is a driveway for general vehicles. The place where the line was is on the left as you face it. A space where trees grow sparsely. Behind it there is land that is lightly covered with grass and land that has been piled up with soil. However, there is almost no evidence that there was ever a railroad here. In addition to the fact that 30 years have passed since the line was discontinued, another reason is that in 1998, just over four years after the line was discontinued, Kainan Station was elevated and the surrounding land was rezoned. Even so, there are some things that you can barely find traces of. Some people may recognize Hikata when they hear it. The private railway that existed here is the Nogami Electric Railway, also known as the Nogami Electric Railway, a local private railway that is still famous today. Locally, it was pronounced "nokami”, and this company called "Notetsu". The line was 11.4km long and had a total of 14 stations. However, there are 15 circle on this map. This has something to do with the structure of the route. Notetsu opened in February 1916. First, the line from Hikata, the starting point, to Nokami, on the way, was opened. The name Hikata, the starting point, comes from Hikata Village, which was established in April 1889 when the town and village system was implemented in Japan. The current Kisei Main Line did not exist yet, and the Kisei Main Line station was only built in February 1924. The location was a little far from the Notetsu station, and the station name was also different from Hikatacho. In March 1928, the section between Nokami to Oishiguchi opened, making the entire line operational. The current Kainan City was established in May 1934 (Showa 9). In response to this, Higatachi Station was renamed Kainan Station in 1936, but it remained a field railway station. In 1949, a dedicated transfer platform was built near Hikata Station to ensure convenience with the slightly distant JNR station. It seems like it would be a good idea to walk this distance, but at that time there were fields on the east side of Kainan Station, and the only exit was on the west side. Transferring via Higata Station requires going all the way around the north side, which takes a surprisingly long time. In addition, the platform at Higata Station was on the opposite side of the JNR, and there was also a pull-up line on the JNR side. In order to shorten the distance that passengers have to walk and prevent them from crossing the track, a separate platform was created. Here is the wiring diagram from that time. This station was called the connecting station, but it was treated as part of Hikata Station, so it could not be used only between Hikata and the connecting station. It is said that there was a time when people who only used JNR Kainan Station were allowed to pass through the station if there were no passengers transferring. It shouldn’t be possible to go back and forth outside the station from here, but perhaps they were crossing the railroad tracks? This way of handling gives you a sense of the carefree times of those days. During the war and immediately after the war, bus service was unstable and passengers had no choice but to use the railway, so Notetsu’s business performance skyrocketed. The number of users in 1946 was 3,248,000. Freight transportation with Japan National Railways began in 1951, and business continued to be strong in the early 1960s due to population growth along the lines, but business deteriorated as automobiles became popular in the late 1960s. The company fell into the red in fiscal 1967 and has never returned to the black. In 1971, it was decided to discontinue the entire line and replace it with buses. In April 1973, preparations for the line’s closure were underway, including an application to the Ministry of Transport for the closure of the line from Okinono to Tozanguchi. However, the Notetsu line was discontinued in 1994, more than 20 years later. What exactly happened during that time? Immediately after Notetsu decided to close its line, an oil crisis hit Japan. In Japan, railways were also greatly affected, with construction of new lines delayed due to soaring material prices, and some sections forced to open in small increments. On the other hand, as gasoline prices soared, people who used to use cars shifted to trains, which sometimes created a tailwind for existing routes. Field Railway is one such example, and as the number of users temporarily increases, local governments along the line begin to oppose the closure of the line. In 1975, Notetsu withdrew its application for decommissioning, and its lifespan was extended with the help of subsidies from the national government and Kainan City. This subsidy was based on the Local Railway Track Improvement Act, with half of the subsidy being borne by the national government and the rest by local governments along the railway lines. This subsidy will determine the future fate of field railways. Due to the timetable revision that occurred around the time of the withdrawal of the abolition application, trains will now run every 30 minutes during the day. However, once the effects of the oil crisis subsided, the progress of motorization continued, and the business performance of field railways continued to deteriorate. Although the number of users recovered to 2.01 million in 1975 due to the first oil crisis, it rapidly decreased to 1.5 million in 1979 and below 1 million in 1984. However, the subsidies continued, so Notetsu’s business did not suffer a fatal blow. After the first oil shock, we introduced used cars from other companies, but a large number of pre-war vehicles remained, and equipment renovations were delayed considerably. In 1983, Kiinokami Station became unmanned during the day, and the number of trains per hour was reduced from two to one. Because the operation relied on subsidies, measures such as going one-man-managed, which required a certain amount of capital investment, were not implemented, and the situation was such that rationalization equaled decreased convenience. However, in 1990, it was decided to take over the rolling stock from Osaka’s Mizuma Railway in order to clear out the aging rolling stock. This type 501 was originally a vehicle given to us by Nankai, and we will be receiving it again as a used car. This vehicle was also made before the war, and the plan was to replace the prewar model with a prewar model, which did not improve the situation at all, but even this plan was thwarted. This was because the bridge spanning the Kishigawa River along the way did not have enough load capacity, and there was a risk that the bridge would collapse. The field railway, which relies on subsidies, does not have the funds to repair the bridge, and since the problem was discovered after taking over the vehicles, the vehicles were left abandoned. These weak facilities remained in place, hindering the introduction of used cars from other companies, and allowing pre-war vehicles to dominate. After that, a plan was made to order new rolling stock using subsidies, but local governments along the line objected to the plan, saying the company’s efforts were insufficient, and the project was rejected. Lack of planning led to unnecessary expenditures, such as equipment that had been ordered based on the introduction of new cars being left unattended. Notetsu survived for nearly 20 years, but in 1992, something happened that ended his fate. The country’s deficit subsidy system, which I mentioned earlier, will be reviewed. The background for this is the balance with the subsidy system when local lines in the red were discontinued during the JNR era. When converting JNR routes to buses or to third-sector routes, loss assistance is limited to five years from the date of conversion. However, the subsidy for local railways was basically unlimited, and the conditions were not as strict. This was also the time when the subsidy for the third sector, which had changed the route of the Japanese National Railways, was being discontinued, so the differences between the systems became an issue. At that time, a total of 10 companies were eligible for the local railway deficit subsidy. Subsidies for these companies will be discontinued in the future. Among them, Kurihara Electric Railway and Notetsu had extremely poor transportation performance, and because their parallel roads were well maintained, it was decided that subsidies would be discontinued by fiscal year 1993. Kurihara Electric Railway was transferred to the third sector in 1993. In 1995, the line switched to diesel car operation due to the inability to cover the cost of updating aging electrification equipment. Since it could not call itself "Electric Railway", it changed its name to "Kurihara Countryside Railway". After that, the number of passengers continued to decline, and Miyagi Prefecture, which had covered most of the deficit, announced in 2003 that it would end its support. After that, business performance did not recover, and the line was discontinued in 2007. Other companies are also required to submit management improvement plans, and their progress will be monitored and subsidies will be gradually discontinued by 1997. Notetsu decided to disband the company as soon as it was decided that the subsidy would be discontinued. As of 1992, Notetsu had borrowed 1.1 billion yen and accumulated losses of 700 million yen, and could not rebuild on its own as it could not even afford the funds for rationalization. It was decided in October 1993 that the line would be discontinued and replaced with buses in March of the following year. As of March 31, 1994, the Notetsu line was discontinued. Before the line was abandoned, the area at the site was apparently in a state of disrepair, and there are many stories of people getting yelled at when they took out their cameras to take pictures. Meanwhile, on the final day, farewell curtains were hung on trains, and the station was said to be crowded with people living along the line. The buses to replace the Notetsu will be operated by Daiju, a company that operates a logistics business in Wakayama Prefecture. This year marks 30 years since the Notetsu line was discontinued, and we will be following the ruins of the line. First, on the east side of Kainan Station on the Kisei Main Line, the tracks turned at right angles and ran eastward. Land readjustment has been carried out for a while after leaving the curve, and there are no traces of it. However, from there it soon becomes a pedestrian street. This is a cycling road where bicycles can also pass, and it has the name "Healthy Road.” This road continues about 2km away from the national highway or prefectural highway. After about 500m, you will see a picture like this. May 2004. At the bottom left are the station names of the four stations, excluding the connecting gate. Yes, this place is Kasugamae Open Place, a rest area built on the site of Kasugamae Station, next to the Renrakuguchi (Hikata). Around the cherry tree there is a foundation that resembles a station platform. This doesn’t seem to be from back then. The cherry blossoms have already fallen, but if they are in bloom, it will be quite a picturesque sight. This station was located 1.2 km from Hikata, and Kainan Station on the Kisei Main Line is located south of Hikata, so it is about 1 km from Kainan Station. The signboard is reminiscent of an old station name sign, which is very interesting. This road will be right next to the main road for a while, and then it will quickly move away. 0.8km from Kasugamae Station, an illustration similar to the one above appears. This one was drawn a little later than the previous one. As you can see on the signboard in the waiting room of the station, this is Hatagawa Open Place, built on the site of Hatagawa Station. The guide map on the back is painted in color, making it a little more luxurious than Kasugamae Open Place. The buildings along the road become a little sparse. You’d think we’d be heading into a full-fledged countryside, but that’s not the case. The health road ends when you cross the national highway diagonally. There is no path that leads to the other side. Approximately 700m from here, the surrounding area has been rebuilt, and the ruins of the abandoned railway line have disappeared. It is a mixture of fields and brand new houses, and there is no trace of it. The area is close to the main road and is quite convenient if you have a car, so the abandoned railroad tracks are now used as residences. Beyond this point, the abandoned railroad tracks will be revived again. The Hikata River is on the left. The track turns to the right and crosses the river diagonally after about 200m. Once you cross this bridge, you will find something like this. Is this stake with diagonal marks part of a slope marker? Shortly after that, the road swells. 1.7km from Hatagawa Open Place, we arrived at Shikone Open Place, which was built on the site of Shikone Station. As you can see from its width and shape, there was once a place where trains could pass each other, and there was also a detention track. This photo that appears in the middle was taken at Shikone Station before it was abolished. This photo was taken from the top, and the school building in the background looks like it hasn’t changed much. Nowadays, the health road is interrupted in the middle, but when it was completed, it had a total length of 6.1km, and was directly connected to Hatagawa and Shikone Open Place. The health road is mostly uphill and requires a lot of physical strength. The old abutments remain under this bridge. I thought it was from the Notetsu era, but it’s so tidy that it might have nothing to do with it. After crossing this river, the land on the left and right becomes higher and the health road also goes downhill. Intersect with a road on the way. The car is parked on the Sakai Bypass, which has two lanes in each direction. The station named Sakai is the next station, Kii-Sakai Station. There is also a simple awning here, and you can relax on a bench. There was a wooden station building, but it was unmanned when the line was discontinued. From there, it intersects with other roads to divide the health road. It is about 1.2 km from Kii-Sakai Station, and the Healthy Road is next to the national highway. The distance from Kii-Sakai Station to the next station, Okinono Station, is 1.5 km. There is a bus stop for the Daiju Orange Bus near the site, and the station name has been inherited from the bus stop. It is located 5.0 km from Hikata Station, which is about half of the 11.4 km long line. Before the oil crisis, the section from here onward was the first line to be scrapped. There appears to be a certain level of demand for the replacement bus, with approximately one bus per hour and two per hour in the morning and evening. And here the Healthy Road ends. There is a wide sidewalk only on the north side of the road, perhaps a remnant of the old railroad tracks, but it’s hard to tell at first glance. The bridge that crossed the Kishigawa River, which prevented the introduction of used vehicles, has already been demolished and there appears to be no trace of it. The road that curved to the left beyond the bridge was narrow and had many curves, making it inconvenient, so a new bypass road was built. There are sidewalks on both sides of the road, and the ruins of the abandoned railway line will gradually disappear. The only reminder of the station is the bus stop sign. The flow of time is cruel. Kii-nokami Station, where trains used to cross paths, is now a bus stop. The bypass roads in this area were relatively slow to develop, so traces remained until relatively recently, but it was already too late. From here on, the field railway ran along the north side of the Kishigawa River. It was a very atmospheric view, but it has been swallowed up by the bypass road, and no trace of it seems to remain. Rather than repurposing abandoned railway tracks, it feels like the abandoned railway tracks were included in the land used for the construction of the bypass road. 6.4km after the end of the health road, we arrived at the final stop, the site of the trailhead station. There is also a road here that looks easy to drive on, and there are no traces of the railroad tracks left. However, on this left side, traces of the past remain. Concrete stands about 1m high. Beyond that, the shape of the sides changes. The vertical concrete and the concrete that extends over the top are part of the platform of the old trailhead station. There is a diagonal mark at the end, indicating that the platform was raised. If you look at the photo in the middle again, this area is exactly as it is. Behind this is the Daiju Orange Bus office and the trailhead bus stop. The platform’s foundation is effectively used as a bus garage. And did you notice that there is still a length of the video? Near the bus stop we passed earlier, Kusunoki Park, which is known for its camphor trees, has preserved the No. 31 Notetsu Moha 30 class. It was originally a Hanshin Electric Railway vehicle manufactured in 1934, and was transferred to Notetsu in 1962. It also features an old-fashioned trolley and design, and the resistor is also this size. It is a small vehicle with a total length of 13.8m. The biggest feature is the window on the side for light. In 1964, car No. 32 also entered field railway service, and it is said that they were sometimes operated in conjunction with each other. After the line was discontinued, Car No. 31 was repainted and preserved in this park. Car No. 32 was returned to Hanshin Electric Railway along with the other vehicles, and is now carefully preserved under the elevated track of Amagasaki Center Pool-mae Station. There is another preserved vehicle a little further away from here. This Moha 20 type is also a Hanshin vehicle, and this No. 27 car was transferred to Notetsu in 1960. Although there was a theory that it would be replaced with another vehicle in 1975 and scrapped, it continued to be used until the line was discontinued, and is now being taken over by individuals in the town. Furthermore, cars No. 25 and No. 26, which had entered the line earlier, were unfortunately dismantled after the line was discontinued. The steel frame of the roof is partially removed just above the pantograph, and you can see that the pantograph is raised perfectly. Thirty years have passed since the line was discontinued, and although many of the remains have disappeared, traces of its history still remain. Thank you for your viewing.

●チャプター
0:00 オープニング
0:18 海南駅(紀勢本線)
1:39 野上電鉄の歴史
4:14 1971年の廃線決定まで
5:14 廃線撤回・補助金依存
8:27 補助金制度見直し・廃線へ
11:13 廃線跡(健康ロード)
16:14 廃線跡(道路が整備された部分)
17:31 登山口駅跡
18:29 保存車両

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