Joge Electric Railway Johrome -Wikipedia

Stop, facility, connection route

Jam (Joyodosen) is a railway line of the Jogo Electric Railway from Chuo Maebashi Station in Maebashi City, Gunma Prefecture to Nishi -Kiryu Station in Kiryu City.

A linear crossing the southern foot of Mt. Along the way, it is a small town or agricultural area. The mainstay is the morning and evening high school school transportation.

Route data [ edit ]

• Route distance (business kilometer): 25.4km
• Gauge: 1067mm
• Number of stations: 23 stations (including the ending point station)
• Double track section: None (single -line line)
• Electrification section: All lines (DC 1500V)
• Obstructive method: Special automatic obstructive type (electronic sign hematical assessment)
• Recognize the highest speed: 75km/h ^[first]
• IC boarding card compatible section: None

station [ edit ]

In recent years, the constitution has been improved due to the grant of subsidies, etc., and the renovation work of each station, renovation of station building at Chuo Maebashi Station, Akagi Station, and Kasukawa Station. Mae station has been newly established. Since the Jomo Line was only on the horizon without an overpass from the beginning of the business, the barrier -free proceeding smoothly by raising the platform alone. In addition, the substation facility in Og and Akagi has been improved and enhanced to introduce a cooling car.

Nishi -Kiryu Station is a station building from the time of opening, and has become a Western -style building with a manner roof, has been registered as a registered tangible cultural property and a modern modernization heritage, and has been selected as one of the Kanto stations. The station platform upper house is also registered as a registered tangible cultural property.

The Oto Station Station is registered as a registered tangible cultural property and a modern modernization heritage, along with the attached train garage, substation, electricity receiving ridge tower, and fellowship tower.

At Chuo Maebashi Station, there was a power plaza building (its own building), a station building built in the early 1970s, but the tenant retired one after another and the devastation progressed, eventually due to aging of the building. Demolished. In 2000, it was rebuilt into a stationary -based station bookstore with an open atmosphere, so there was no former feature, but the home part was remodeled, leaving the atmosphere before the renovation. The newly established station building has a large stall, vending machine, various pamphlets, and a waiting room, and sells goods.

On the Jomo Line, a one -sided and one -line platform except for Maruyamashita Station has a platform and a waiting area on the north side of the track running east and west. In winter, a cold wind called Akagi -颪 blows down from Mt. Akagi on the north side.

Connection with other companies’ lines [ edit ]

Despite the close route, only Akagi Station connects to the Tobu Railway Kiryu Line that is directly connected to other companies. The stations that are not directly connected but are contacted on foot are Chuo Maebashi, Akagi (Watakase Valley Railway Oma Station), Kiryu Stadium, and Nishi -Kiryu. It is also operating buses and shared taxis by other companies such as Ogun Station and Niisato Station.

• Chuo Maebashi Station -JR Maebashi Station is about 1 kilometer and it takes about 15 minutes on foot. In the daytime, its own bus was transported and transported, but since September 1996, the retro -style contact bus by the Japan Central Bus has been operated every 30 minutes as the Jomo Line, and the connection at Chuo Maebashi Station is good. (Fare, 100 yen. Gun net is also available).
• Nishi -Kiryu Station -Kiryu Station is about a 5 -minute walk and it is relatively easy to transfer. The station was far away, and it used to be a communication transportation.
• Kiryu Stadium Mae Station -Watarase Valley Railway Sports Park Station contacts less than a 5 -minute walk.
• Akagi Station -Watarase Valley Railway Oma Station is about 1 kilometer and contacts you about 15 minutes on foot.

Railway routes and wiring in Kiryu and Oma districts

Usage Guide source: [2]

Maebashi City, the prefectural capital of Gunma Prefecture, and Kiryu City (1921 municipal system), the main cities in the eastern part of the prefecture, have developed as raw silk and textile areas since the Meiji era, but were built by the hands of amphile railways in the middle of the Meiji era. The JNR and Ryogo Line was laid by detouring the southern plains between Maebashi and Kiryu, in order to cover Isesaki, a key area of ​​the textile industry. The rural areas at the southern foot of Mt. It was drafted from the direction.

The preceding was the “Tosho Electric Railway”. In 1919, Ultaro Tajima, a student of Waseda University at the time of Kasukawa -mura (currently Kasukawa -cho, Maebashi -shi), is a route close to the existing prefectural road connecting Maebashi and Kiryu to develop the hometown. He invented the construction of a light railway and started research with Waseda students from Gunma Prefecture. Tajima planned a route connecting the Ashio Line (currently Watakase Valley Railway Watabase Line) Omamo Station and the Joetsu Minami Line Gunma Sojasha Station, which was under construction (opened in 1920). With the support of Mayor Maebashi and other powerful people through the personal connections from the Jomo Shimbun, it was gathered by the end of 1922 with the goal of directly connected to Maebashi -Kiryu by train. 。

Following this, the “Jomo Electric Railway” plan, which started up around 1920, was planned. Gunma Electric Power, a local electric power company (at that time, Toho Electric Power system. In 1925, it merged with Hayakawa Electric Power to become the former TEPCO, and later merged with Tokyo Light), Senior Managing Managing Director, Yoshinosuke Ogura, and the company’s civil engineer, Ukura. Shun is planning to use its own electricity to connect the fiber industry represented by silk yarn with an electric railway network, which is more than 100 km or more in the southern part of Gunma Prefecture and the northern Saitama prefecture. , The content was much larger than the Toshigo Electric Gauge. This also gathered the founders with the cooperation of Gunma Prefecture Governor and others.

Tosho Electric Gauge initially asked Tokyo Light, a major electric power company, but Tokyo Light at the time had a fierce competitive relationship with Toho Electric Power, the parent company of Gunma Electric Power. Maebashi -Kiryu trains were hoped for two -way, and one of them was the company’s opposing corporate system, so the answer to Tokyo Light was on hold, and the Tosho Electric Gauge is scheduled for January 1923. I couldn’t open the first founder association. It is not the intention to compete with the Joge Electric Railway side with almost the same purpose, and the two groups founding groups resolve in a consultation on February 5 of the same year, and on February 25, “Jomo Electric Railway”. The joint founder group was officially formed. The name is inherited by the company name established in 1926.

On June 7, 1924, the first construction section Maebashi -Kiryu -Izaki -Honjo -Honjo -Honjo’s license ^[3] Was descended, but the construction of the section from Ogu-Isesaki-Honjo entered the recession period and did not realize. ^[4] 。 See “Jogo Electric Railway #Proof Route Plan”.

Maebashi-Kiryu was not connected to the National Railways, and the terminal was set up near the downtown area of ​​both cities. Due to the financing from the power company and along the line, the construction started in February 1928 (Showa 3), constructed at a very high pace, and the Watarase River Bridge, which was a difficult construction, was completed in October, and the whole line was opened in November. From the beginning, an ambitious investment has been made as a local private railway, such as using a 1500V high -voltage DC.

At the beginning of the business, the fare of 45 yen one way was equal to the parallel wire, but the time required was slightly shorter due to the short distance and the power of train operation, and the operation frequency was more than twice, and from the Ryomo Line, Maebashi -Kiryu Director Kiryu. I took the customer. Although no electric locomotive was owned, it was used to transport freight by traction by train and cargo on trains, and was used for product transport from along the line. It was said that the train was divided into half and used for silk thread transportation. Initially, it was an isolated route, but in 1932, Tobu Railway extended the Kiryu Line to Shinodama Station (currently Akagi Station) and connected (the train at the time of opening was a temporary crossing from Oma Station on the Ashio Line to Shinodama Station. The line was laid and brought in).

Although it has been used as a major local transportation in the region until the postwar period, the motorization of rural areas that have progressed rapidly in the 1960s has reduced the number of users other than the school, and the number of users has decreased in 1965. In September 1968, the full-line lines of the two-haired line also reduced the direct dominance between Maebashi and Kiryu. Since then, chronic deficit management has been continuing, and the support of local governments along the line is being promoted, but the situation is still severe due to the declining birthrate and aging.

Currently, there is no direct operation with other companies, but once a train from Tobu Railway has been operated. In addition to the short period of all Tobu Kiryu on the Tobu Kiryu Line before the war, the night -time train from Asakusa Station to Chuo Maebashi Station was from 1953 to 1960, and the express train from Asakusa Station was also from 1956 to 1963 during the day. Were present. However, between Maebashi and Tokyo, the JNR Takasaki Line was much faster, and few passengers passed through direct express from Akagi to Chuo Maebashi. There was a situation where there were no customers and only the crew was riding from Ogu, and in that case, they did not go to Chuo Maebashi, but in some cases, they contacted the headquarters command and detained on the side line at Mimata Station. Due to such a state, several times have not lasted for a long time. Some of the Tobu cars are high -performance vehicles and have a lot of power consumption, and on the Jomo Line, voltage drops causes the operation of other trains, so high -speed and high acceleration, which are low standards at the time. It was rather difficult to drive on the hair line.

chronology [ edit ]

• 1924 (Taisho 13) June 7th Railway license subjugation (between Maebashi-Kiryu City, Ogucho-cho, Kodama-gun-Honjo-cho, Kodama-gun) ^[3]
• 1928 (Showa 3) November 10 Opened between Chuo Maebashi -Nishikiri. ^[5] 。
• March 18, 1932 (Showa 7) Opened the Tobu Railway Kiryu Line, and started operating directly between Ota and Chuo Maebashi.
• 1933 (Showa 8) Opened Akasaka Station on December 18.
• 1934 (Showa 9) November 24 Railway license loses a parallel business (between Og-Honjo) ^[4]
• 1935 (Showa 10) Tobu Railway abolished direct operation between Ota and Chuo Maebashi.
• March 10, 1938 (Showa 13) opened Tennuku Station.
• July 11, 1939 (Showa 14) opened Kitahara Station.
• September 15, 1947 (Showa 22), all lines were lost due to the Kaslean typhoon. The section recovery after September 26 and the resumption of all -line operation was November 2.
• 1948 (Showa 23) Relocated Takei Station on May 1 and was renamed Narisato Station.
• January 5, 1953 (Showa 28) Tobu Railway started operating an irregular train “Akagi Night” on the weekends between Asakusa and Chuo Maebashi.
• December 22, 1956, Tobu Railway started driving an express train directly between Asakusa and Chuo Maebashi.
• 1958 (Showa 33) On November 1st, Shin -Omama Station was renamed Akagi Station.
• 1960 (Showa 35) abolished “Akagi Night”.
• February 23, 1963 (Showa 38) The express train was abolished directly between Asakusa and Chuo Maebashi.
• September 8, 1965 (Showa 40) Opened Maebashi Hospital Maebashi Hospital Signal Station on September 8. The River Momonoki River has moved to the current location of Kamiizumi Station and newly built.
  • Kamiizumi Station is about 5m north of the current location, and the bamboo flower pool directly managed by Jomo Electric Railway has been open since the early Showa era (business only in the summer), but station. It was abolished prior to the relocation. Since it was a primitive facility in which the river water of the Momonoki River was drawn directly, it was abolished with hygiene standards.
• 1986 (Showa 61) Abolished the freight business on November 1st.
• 1993 (Heisei 5) Opened Higashishinkawa Station on October 19.
• April 10, 1994 (Heisei 19) Changed the Maebashi Hospital front signal station to a station and opened a cardiovascular center station. Ichige -cho Station was renamed Joto Station.
• One -man operation started on June 1, 1999 (Heisei 11).
• June 1, 2001, the Cardiovascular Center Station was renamed the Cardiovascular Center Station with the name renamed the facility.
• Kiryu Stadium Mae Station Opened between Akagi and Tenno -juku on October 1, 2006.

Vehicle used [ edit ]

The transition of vehicles from the time of opening is roughly, a car ordered car → transfer car from other private railways (and its body renewal vehicle), JNR payments → Seibu transfer car → Tobu transfer car → Keio transfer car (one -man driving remodeling). It is changing. Until the 1950s, the vehicles were extremely miscellaneous, but in the 1960s, a vehicle update at the Seibu Construction Tokorozawa factory improved a certain level of constitution, and since 1977 (Showa 52), the transfer from Seibu Railway. With the introduction of the car, the format of the main vehicle was realized.

From 1998 (Heisei 10), the 700 type has been used for commercial operation. With the introduction of this 700 type, the Jomo Line vehicles were greatly modernized. Deha 100 type 101, which has been enrolled since its opening, has a car register for business use, has a good maintenance condition, and is a temporary train. ^[6] ・ Chartered train ^[7] And it is used for temporary freight trains for spraying in ballast.

In addition, since 2018 (Heisei 30), it was planned to introduce its own car for the first time in 89 years since the deca 10 type, which was completed the year after the opening of the business, as an alternative to the 700 type. ^[8] However, since there is no manufacturer that can be ordered under the conditions presented by the Jomo Electric Railway, it will be postponed after 2023 (5 years). ^[9] 。

Jomo Electric Railway’s train format has been using “type” for a long time, and it is also listed as “type” on the official vehicle drawing inside the company (in other private railways and JR, “system” “form”. Is common) ^[ten] 。 The format of the electric vehicle is Deha, and the control car is Kuha.

• Type 700
• Deha 100
• Hoki 1 type (freight car)
  • Type 1 is a vehicle that is in accordance with the JNR Hoki 800, and there are two cars transferred from the Tobu Railway, Hoki 1 and Hoki 2. It is mainly used on temporary freight trains for construction for ballast spraying, and is led by Deha 101. It is also used for event driving. The 1st type is currently detained in the Otoden garage. There are no electric locomotives or diesel locomotives on the Jomo Electric Railway. ^[11] Therefore, Deha 101 is driven by the freight car.

• 
• 

  Deha 100 (June 2015)

Runtime [ edit ]

It is the same diamond on weekdays and Saturdays and holidays. Based on the entire line operation between Chuo Maebashi Station and Nishiri -roe Station, it is operated in the morning rush hour in the morning and 2 (every 30 minutes) during the day to night (every 30 minutes). There is a section train that is the first train or the last train that is the first and last station. All trains are ordinary trains (stop at each station). Compared to both cities, Maebashi and Kiryu, the number is more expensive than the JR Ryomo line, which is about one hour during the day. All are operated in two cars.

As described in the historical section, Tobu Railway, which connects at Akagi Station, was once operating directly. From March 18, 1932, a high -speed train was operated between Ota Station on the Tobu Kiryu Line, Shinodama Station (currently Akagi Station) and Chuo Maebashi Station. The Jomo Line stopped at Shin -Omama Station, Kasukawa Station, Ogo Station, and Chuo Maebashi Station. The fast train was abolished on December 1, 1935, but in 1953 after the war, a temporary night -only train trained from Asakusa Station to Chuo Maebashi Station. In 1958, the express train “Joyo” entered as a regular train, but it was abolished in 1963 after it was temporarily downgraded (see the Ryoso#chronology).

Usage situation [ edit ]

Transportation results [ edit ]

The transportation results of the Jomo Line are described in the table below. Transportation is almost decreasing consistently.
In the table, there are everyone in the transport staff. Transport personnel are values ​​in the year. In the table, the maximum value is red, the minimum value after the highest price is blue, and the lowest value before the year when the maximum value was recorded is described in green.

Transportation results by year
Year	Transportation results (boarding personnel): Mannans/year					Conveying density Ren/1 day	Cargo conveying volume Many t/year	Specialist item
	Commuting period	Commuting period	Commuting to school Fixed period	Fixed -rate	Co -organizer
1928 (Showa 3)					7.2
1929 (Showa 4)					110.8		0.1
1930 (Showa 5)					101.4		0.2
1931 (Showa 6)					93.5		0.2
1932 (Showa 7)					85.5		0.2
1933 (Showa 8)					87.3		0.7
1934 (Showa 9)					94.3		1.0
1935 (Showa 10)					98.6		1.1
1936 (Showa 11)					101.4		1.2
1937 (Showa 12)					103.7		1.1
1939 (Showa 14)					185.0		1.3
1941 (Showa 16)					301.2		2.0
1943 (Showa 18)					459.2		1.9
1945 (Showa 20)					777.1		1.8
1965 (Showa 40)					958.1			Record the highest value of passenger transportation
1970 (Showa 45)			553.4	269.6	823.0
1975 (Showa 50)	171.0	210.8	381.8	186.3	568.8	5,415	1.3
1976 (Showa 51)	162.7	203.6	366.3	180.2	546.5	5.051	1.5
1977 (Showa 52)	149.0	189.5	338.5	161.6	500.1	4,627	1.3
1978 (Showa 53)	139.9	184.5	324.4	159.5	483.9	4,488	1.3
1979 (Showa 54)	133.1	186.7	319.8	151.4	471.2	4,409	1.4
1980 (Showa 55)	126.3	183.5	309.8	152.0	461.8	4,374	1.1
1981 (Showa 56)	118.4	180.6	299.0	152.0	451.0	4,222	1.0
1982 (Showa 57)	114.0	170.5	284.5	150.8	435.3	4,074	0.9
1983 (Showa 58)	105.8	170.4	276.2	142.4	418.6	3.960	0.9
1984 (Showa 59)	96.6	172.5	269.1	137.1	406.2	3.941	0.9
1985 (Showa 60)	90.2	171.3	261.5	134.4	395.9	3.853	1.2
1986 (Showa 61)	83.6	170.8	254.4	131.9	386.3	3,834	0.6	Abolition of freight business
1987 (Showa 62)	76.4	169.9	246.3	121.7	368.0	3,712	0.0
1988 (Showa 63)	72.6	178.3	250.9	119.5	370.4	3,764	0.0
1989 (Heisei New Year)	69.7	175.1	244.8	117.1	361.9	3,687	0.0
1990 (Heisei 2)	65.5	186.8	252.3	114.9	367.2	3.825	0.0
1991 (Heisei 3)	64.3	186.1	250.4	114.7	365.1	3.810	0.0
1992 (Heisei 4)	59.8	183.3	243.1	111.2	354.3	3,736	0.0
1993 (Heisei 5)	57.3	177.3	234.6	108.2	342.8	3.601	0.0	Higashishinagawa Station Opened
1994 (1994)	54.3	171.3	225.6	100.5	326.1	3.493	0.0	Cardiovascular Disease Center Station Opened
1995 (1995)	51.6	168.8	220.4	96.9	317.3	3,422	0.0
1996 (Heisei 19)	48.2	162.0	210.2	95.4	305.6	3,387	0.0
1997 (Heisei 19)	46.1	146.5	192.6	86.1	278.7	3.053	0.0
1998 (Heisei 10)	42.4	136.0	178.4	78.8	257.2	2.820	0.0
1999 (Heisei 11)	40.9	126.1	167.0	71.9	238.9	2.569	0.0	One -man operation started
2000 (2000)	36.2	121.7	157.9	67.3	225.2	2.418	0.0
2001 (2001)	34.2	120.7	154.9	63.8	218.7	2.364	0.0
2002 (2002)	32.5	115.6	148.1	60.3	208.4	2.266	0.0
2003 (2003)	29.4	112.2	141.6	58.0	199.6	2.182	0.0
2004 (2004)	27.6	103.6	131.6	53.8	185.0	2.080	0.0
2005 (2005)	28.0	101.1	129.1	52.7	181.8	2.049	0.0
2006 (2006)	29.2	95.6	124.8	51.8	176.6	1.973	0.0	Kiryu Stadium Mae Station Opened
2007 (2007)	29.8	91.1	120.9	52.1	173.0	1.928	0.0
2008 (2008)	30.1	88.3	118.4	51.3	169.7		0.0
2009 (2009)	29.9	84.1	114.0	48.0	162.0	1.838	0.0
2010 (2010)	28.3	84.5	112.8	48.1	161.0		0.0
2011 (2011)	28.1	82.6	110.7	48.5	159.2		0.0
2012 (2012)	28.5	85.0	113.5	45.4	158.9		0.0
2013 (2013)			116.6	46.8	163.4		0.0
2014 (2014)					157.6	1.850	0.0
2015 (2015)
2016 (2016)						1.834

Railway statistics (supervised by the Ministry of Land, Infrastructure, Transport and Tourism Railway Bureau), railway statistical materials, railway statistics, national railway land transportation

Income [ edit ]

The recent income results of the Jomo Line are described in the table below. There was a time when the total income was increased, but it has recently decreased.
In the table, the income unit is 1,000 yen. The number is the year. In the table, the maximum value is red, the minimum value after the highest price is blue, and the lowest value before the year when the maximum value was recorded is described in green.

Achievements by year
Year	Passenger fare income: 1,000 yen/year						cargo freight income 1,000 yen/year	Transport miscellaneous income 1,000 yen/year	Overall 1,000 yen/year
	Commuting period	Commuting period	Commuting to school Fixed period	Fixed -rate	Luggage	Co -organizer
1975 (Showa 50)			241,115	274,506	2.272	517,893	5,510	44,110	567,513
1976 (Showa 51)			243,527	276,216	2.803	522,546	8.093	46,381	577.020
1977 (Showa 52)			278,411	302,738	3.058	584,207	7,964	55,988	648,159
1978 (Showa 53)			266,577	296,278	2.944	565,799	9,219	55,542	630,560
1979 (Showa 54)			293,517	317,199	2.909	613,625	13,685	59,979	687,289
1980 (Showa 55)			295,178	318,188	2.767	616,133	13.071	67,917	697,121
1981 (Showa 56)			281,074	316,444	2.896	600,414	12,940	66,674	680,028
1982 (Showa 57)			273,186	322,744	2.856	598,786	11,864	66,468	677,118
1983 (Showa 58)			281,933	321,865	2.719	606,517	12,728	70,308	689,553
1984 (Showa 59)			272,226	312,220	2.557	587,003	14.047	73,324	674,374
1985 (Showa 60)			262,970	308,423	1.935	573,328	19,875	70,754	663,957
1986 (Showa 61)			262,437	316,634	1.672	580,743	9,514	74,901	665,158
1987 (Showa 62)	124,356	144,184	268,540	310,185	1.347	580.072	0	77,084	657,156
1988 (Showa 63)	117,847	151,903	269,750	306,300	1.167	577,217	0	80,274	657,491
1989 (Heisei New Year)	112,762	150,708	263,468	298,639	943	563,050	0	83,922	646,972
1990 (Heisei 2)	106,443	162,958	269,401	295,586	1.003	565,990	0	86,412	652,402
1991 (Heisei 3)	104,129	162,476	266,605	297,991	1.003	565,599	0	93,936	659,535
1992 (Heisei 4)	95,009	161,376	256,385	290,132	884	547,401	0	90,566	637,967
1993 (Heisei 5)	93,756	157,591	251,347	292,237	829	544,413	0	104,880	649,293
1994 (1994)	96,711	168,843	265.554	296,296	826	562,676	0	115,781	678,457
1995 (1995)	91,807	167,009	258,816	285,553	761	545,130	0	121,496	666,626
1996 (Heisei 19)	86,625	161,484	248,109	279,242	611	527,962	0	116,756	644,718
1997 (Heisei 19)	89.099	171,350	260,449	279,434	498	540,381	0	106,333	646,714
1998 (Heisei 10)	82,524	162,226	244,750	254,223	440	499,413	0	98,616	598,029
1999 (Heisei 11)	79,873	150,034	229,907	233,346	434	463,687	0	78,152	541,839
2000 (2000)	72,079	144,668	216,747	217,425	461	434,633	0	91,210	525,843
2001 (2001)	68,745	143,462	212,207	205,863	179	418,249	0	83,894	502,143
2002 (2002)	65,979	138,220	204,199	192,969	74	397,242	0	75,499	472,741
2003 (2003)	59,534	134,814	194,348	179,204	14	373,566	0	74,971	448,537
2004 (2004)	55,033	128,557	185,590	171,261	7	354,858	0	75,484	430,342
2005 (2005)	55,399	126,275	181,674	167,755	2	349,431	0	78,303	427,734
2006 (2006)	59,014	118,405	177,419	166,131	2	343.552	0	79,127	422,679
2007 (2007)			173,281	166.049	2	339,332	0	81,967	421,299
2008 (2008)							0
2009 (2009)	61,125	105,068	166,193	152,690	0	318,883	0	68,592	387,475

Excerpt from the annual report (supervised by the Ministry of Land, Infrastructure, Transport and Tourism Railway Bureau)

Business performance [ edit ]

The recent business results of the Jomo Line are described in the table below.
In the table, the income unit is 1,000 yen. The number is the year. In the table, the maximum value is red, the minimum value after the highest price is blue, and the lowest value before the year when the maximum value was recorded is described in green.

Operating performance by year
Year	Operating income 1,000 yen/year	Sales expenses: 1,000 yen/year							Operating profit and loss 1,000 yen/year	sales coefficient
		Labor cost	Renovation fee	generally management fee	Expense	Tax	Decrease Amortization cost	Co -organizer
1975 (Showa 50)	567,513	478,521	39,436	30,233	52,906	7,167	18,457	626,720	△ 59,207	110.4
1976 (Showa 51)	577.020	460,016	45,269	33,390	60,846	6,993	19,759	626,273	△ 49,253	108.5
1977 (Showa 52)	648,159	490,698	43,796	36,318	68,673	7,771	30,300	677.556	△ 29,397	104.5
1978 (Showa 53)	630,560	484,537	41,481	39,51	63,292	8,119	33,579	670,309	△ 39,749	106.3
1979 (Showa 54)	687,289	513,189	41,706	38,410	71,287	8.505	45,548	718,645	△ 31,356	104.6
1980 (Showa 55)	697,121	521,982	40,536	39,811	111,118	8,667	36,133	758,247	△ 61,126	108.8
1981 (Showa 56)	680,028	528,125	51,275	40,898	108,521	8.841	24,453	762,113	△ 82,085	112.1
1982 (Showa 57)	677,118	551,654	50,377	42,863	111,284	9,105	29,189	794,472	△ 117,354	117.3
1983 (Showa 58)	689,553	552,927	45,476	40,884	111,786	10,288	45,224	806,585	△ 117,032	117.0
1984 (Showa 59)	674,374	537,589	34,668	42,630	111,048	10,319	52,672	788,926	△ 114.552	117.0
1985 (Showa 60)	663,957	546,298	31,241	43,538	112,771	11,977	49,627	795,452	△ 131,495	119.8
1986 (Showa 61)	665,158	552,021	55,335	42,324	99,840	12,449	43.047	805,016	△ 139,858	121.0
1987 (Showa 62)	657,156	516,272	58,434	42,917	95.043	12,686	40,697	766.049	△ 108,893	116.6
1988 (Showa 63)	657,491	512,332	46,171	44,382	114,194	16,280	50,921	784,280	△ 126,789	119.3
1989 (Heisei New Year)	646,972	492,448	51.032	41,787	102,895	18,219	46,369	752,750	△ 105,778	116.3
1990 (Heisei 2)	652,402	478,765	76,625	45,179	94,893	18,117	39,660	753,239	△ 100,837	115.5
1991 (Heisei 3)	659,535	515,393	56,382	73,812	95,913	18,980	37,375	797,855	△ 138,320	121.0
1992 (Heisei 4)	637,967	499,550	65,649	57,901	96,974	19,617	32,298	771,989	△ 134.022	121.0
1993 (Heisei 5)	649,293	512,750	72,830	58,524	106,395	19,002	31.040	800.541	△ 151,248	123.3
1994 (1994)	678,457	521.065	68,556	58,847	107,464	19,933	36,787	812,652	△ 134,195	119.8
1995 (1995)	666,626	529.595	55,649	74,434	116,795	23,426	35,267	835,166	△ 168,540	125.3
1996 (Heisei 19)	644,718	530,012	60,306	69,361	116,592	25,550	35,225	837,046	△ 192,328	129.8
1997 (Heisei 19)	646,714	533,689	51,842	54,855	111,664	25,429	34,269	811,748	△ 165,034	125.5
1998 (Heisei 10)	598,029	501,701	87,272	38.516	105,633	26,498	34,134	793,754	△ 195,725	132.7
1999 (Heisei 11)	541,839	509,259	67,143	36,444	111,472	28,269	26,489	779,076	△ 237,237	143.8
2000 (2000)	525,843	464,744	89,757	46,796	106,450	32,086	23,313	763,146	△ 237,303	145.1
2001 (2001)	502,143	409,744	68,088	38,166	102,137	35,694	20,832	674,661	△ 172,518	134.4
2002 (2002)	472,741	381,347	65,308	37,974	88,645	35,286	19,218	627,778	△ 155,037	132.8
2003 (2003)	448,537	336,041	75,314	53,871	99,728	32,853	17,828	615,635	△ 167,098	137.3
2004 (2004)	430,342	306,285	84,385	50,718	103,683	32.092	16,070	593,233	△ 162,891	137.9
2005 (2005)	427,734	303,779	86,258	43,218	112,980	31,579	14.116	591,930	△ 164,196	138.4
2006 (2006)	422,679	288,606	110,181	41,364	115,104	30,185	13,592	599,032	△ 176,353	141.7
2007 (2007)	421,299							603,969	△ 182,670	143.4
2008 (2008)
2009 (2009)

Excerpt from the annual report (supervised by the Ministry of Land, Infrastructure, Transport and Tourism Railway Bureau)

• Located in Gunma Prefecture, all stations.
• Stop at all train regular trains and all stations. Except for some trains, one -man operation is implemented on all lines in principle.
• Line – ◇ ・ ∧ ・ ∧: Train exchange, ｜: Train exchange is not available

Adult ordinary passenger fare (half price of children, less than 10 yen). Revised October 1, 2019 ^[twelfth] 。

About kilometer	Fare (yen)
First ride 1-2km	180
3 – 4	230
5 – 6	300
7 – 8	380
9 – 11	450
12 – 14	520
15 – 17	570
18 – 20	630
21 – 23	670
24 – 26	690

• A specific fare of 280 yen between Akagi -Mt. Fuji, Maruyama, and Nishi -Kiryu Station

About correspondence to cards [ edit ]

At present, the introduction of IC card tickets (Suica, PASMO, etc.) has not been announced. The simple ticket gate at Akagi Station is for the Tobu Line (entering) and cannot be used for offering the line.

Cycle train [ edit ]

On the Jomo Line, a cycle train that can be brought into the train by hand without dismantling the bicycle and carries it. The demonstration experiment was conducted in April 2003 and started full -scale in April 2005.

Weekdays are available all day from the end of the morning rush to the last train, and on Saturdays and holidays. There is no hand -handed fee, and it can be used only for the fare of the passenger who brought in. If you have a bicycle, you will be on the rear vehicle.

1. ^ ^{a b} Yuichi Terada “Japanese Local Private Railway (2000)” –Cat Publishing
2. ^ Orchizo Kawashima, “Tohoku Line All Line, All Stations, Total Line Volume 1 Ryoga Area”, PP.50-55, Kodansha, July 2014, ISBN 978-4062951685
3. ^ ^{a b} “Railway license subjugation” “Official Gazette” June 11, 1924 (National Diet Library Digital Collection)
4. ^ ^{a b} “Dao Dao avoids failure and has a license to start a business” “Official News” November 24, 1934 (National Diet Library Digital Collection)
5. ^ “Local Railway Transport Start” “Official Gazette” November 19, 1928 (National Diet Library Digital Collection)
6. ^ ” Deha 101 Extraordinary operation information “Joge Electric Railway. November 14, 2020 Browsing.
7. ^ ” Deha 101 chartered driving “Joge Electric Railway. November 14, 2020 Browsing.
8. ^ Support 1950 million yen to Jomo Electric Railway, such as Gunma Prefecture -The Nihon Keizai Shimbun, March 2, 2018, was sent from 22:00 and was viewed on the 5th of the same year in the same year.
9. ^ About business reconstruction plan -Maibashi City viewed September 28, 2021.
10. ^ Similarly, as an example of a business operator that uses a “type” as a train style, Kobe, a new transportation system, is a new transportation system.
11. ^ In 2009, I purchased the Deki 3020 type 3021 from Tokyu for the purpose of preserving the dynamic, but I could not drive freight trains because the vehicle was not transferred.
12. ^ ” Joge Electric Railway Station Ordinary passenger fare list “Joge Electric Railway. October 8, 2019 Browsing.

Related item [ edit ]

External link [ edit ]