Southern Railway -Wikipedia

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Source: Free encyclopedia “Wikipedia”

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Southern railway (What a nabetsu) is a railway line and its operating company, which was once connected to Shirai Station (now Hachinohe Station) in Hachinohe City, Aomori Prefecture, and Goto Station in Gonohe -cho, Mitsuhino -gun in the west. 。

Opened in the early Showa era. In the future, there was no extension to Mikauchi (Towada Minami Station) in Akita Prefecture, and an extension plan to the Tanashi Coast, and the extension concept to Sannohe, Towada, and Tohoku Town. [first] , The Tokachi -off earthquake that occurred on May 16, 1968 caused the all lines to be devastated and abolished without recovery.

The company has the company name after the train is abolished Southern bus Changed to a bus -only company, but due to management difficulties, the business was transferred to Kita Motor Iwate Prefecture on March 1, 2017. The corporate status disappeared on April 16, 2018.

Route data [ edit ]

Runtime [ edit ]

At the time of the revision on August 20, 1930

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  • Number of operations: 12 round trips a day (4-19:00)
  • Time: 32 points in the whole line

September 10, 1967

  • Number of operations: 12 round trips a day (7-20:00)
  • Time: The whole line is 27-38 points

* Only the contents of the railway business. For the bus business, see “Southern Bus #Soles”.

  • April 27, 1925 (Taisho 14): Railway license subjugation (Gencho-mura, Mitsuho-gun-Genno-cho, Gonohe-cho, the same county) [2] 。
  • February 21, 1926 (15th year of Dazheng): Goto Electric Railway Established a company [3] 。
  • 1929 (Showa 4)
    • July 25 -Power change approval (steam) [4]
    • August 23: Opened between the buttocks -Kamichizaki. [5] 。
    • October 10: Opened between Kamisaki and Shido Kishi [6] 。 Abolished Nanasaki Station.
  • 1930 (Showa 5)
  • 1936 (Showa 11) May 5: Gonohe Railway Changed company name.
  • 1945 (Showa 20) January 1: Southern railway Changed company name.
  • 1960 (Showa 35) Unknown: Toyosaki Station opened.
  • Unknown timing: Jizo -dai Station is renamed the prefectural species chicken.
  • May 17, 1968 (Showa 43): All lines were suspended due to the Tokachi -off earthquake.
  • 1969 (Showa 44) April 1: The whole line was abolished.
  • 1970 (Showa 45) May 30: Southern bus Changed company name.

The company name at the time of its founding was Goto Electric railway However, it has never been electrified from opening to abandoned line. The same case is Mito Electric Railway [8] , Zenkoji Hakuba Electric Railway [9] , Awa Electric Railway [ten] There is.

  • All stations were located in Aomori prefecture. The name of the town village, the line name of the connection route, and the name of the business operator are at the time of the suspension.

Shiraiuchi Station was located near the Hachinohe Station Shinkansen platform (near the former Hachinohe Transportation District). The site of Gonohe Station is the Goto branch office of Kita -bus in Iwate Prefecture.

Abolished station
  • Kamisaki Station -October 10, 1929 (Showa 4) abolished.

Transportation / balance results [ edit ]

year Transfer staff (person) Freight (ton) Operating income (yen) Opening expenses (yen) Operating profit (yen) Other profit (yen) Other losses (yen) Lawn by interest (yen) Government subsidy (yen)
1929 61,223 457 5,713 11,181 ▲ 5,468 1.834 14,971
1930 143,335 7,363 36,679 48,132 ▲ 11,453 Transport the automatic car industry 1,039 Miscellaneous loss 1,003 45,330
1931 85,518 8,987 34,148 28,130 6,018 Automotive business 1,555 miscellaneous loss 3,800 79,882 18,278
1932 91,915 11,987 41,880 28,218 13,662 Miscellaneous damage 1,623
Transport the automatic car industry 611 		50,602 30,857
1933 106,972 13,143 45,776 33,553 12,223 Damage 666 automatic car transportation 3,455 52,863 36,817
1934 113,223 15,345 44,313 27,854 16,459 Debt exemption gold 4,008 Miscellaneous damage 2,671 Automotive business 3,826 49,942 36,994
1935 121,560 13,685 43,829 36,990 6,839 Automotive business and others 9,706
Miscellaneous damage 93,366 		28,688 37,853
1936 135,312 16,010 49,230 39,098 10,132 Automotive business and others 8,533
Miscellaneous loss 12,573 		28,373 39,673
1937 147,129 21,882 57,672 43,635 14.037 Automotive business 15,321 Miscellaneous deposits 34,988 28.024 35,029
1939 222,284 38,265
1941 301,651 53,897
1943 373,819 38,126
1945 577,963 29,748
1952 572,347 36,522
1958 661,000 38,677
1963 793 thousand 37,61
1966 828 thousand 36,544
  • Railway House Railway Statistics, Ministry of Railway Railway statistics, railway statistics, railway statistics, national railway land transportation statistics, local railway track statistics, private railway statistics

steam locomotive [ edit ]

  • 1 → C251, 2
    In 1896, a Pittsburg-made axle arrangement 0-6-0 (C) type 25t class tank locomotive. At the time of opening in 1929, the Ministry of Railway 1690 (1690, 1691) was handed over. 2 was scrapped in January 1940, but 1 remained, and in December 1941, the Sendai Land Transport Bureau’s Senki Sexuality, 532, the number of dynamic axes was alphabetical, then driving maintenance weight. It was renovated to C251 with the number. It was transferred to Higashino Railway in October 1947, where it was scrapped.
  • 3 → 961
    In January 1940, it was handed over from the Ministry of Railways as a two -generation unit. A locomotive (type 960) remodeled to a railway clinic 5300 type tender locomotive as a axle arrangement 4-4-2 (2b1) type tank locomotive, and the old number is 960. In December 1941, it was changed to 961, but it should be B421 if it followed the reminder. It is also mysterious that the number was unrelated to the old number. During the Pacific War, it was rented to the Nippon Illegal West Steels by military orders and changed to S407. It was confirmed that the scrapped car was scrapped in September 1946 that it was lost by bombing, but was real in 1949.
  • 281
    In 1923, the axle-manufactured axle arrangement 2-4-2 (1b1) type tank locomotive was handed over from the Ministry of Railway in October 1943 instead of a railcar that could not be moved due to fuel control (281). It is. From the status of various applications, it seems that he had entered the line for a long time of the transfer. It was transferred to Tosa Kotsu in February 1947.
  • C319
    In December 1944, the axle arrangement made by Tateyama Heavy Industries 0-6-0 (C) was handed over the Nippon Steel Kamaishi Works S319 in July 1946. It was used in. The period of enrollment on the line was very short, and was transferred to Ibaraki Kotsu as early as November of the same year.
  • C400, C401
    In 1946, it was a 0-6-0 (C) 40t-class tank locomotive made by Tateyama Heavy Industries, and is an in-house ordering machine. It was a deeply designed locomotive designed at the time of the wartime design. The C400 was remodeled to air brake at the National Railways Corporation in April 1951, but the unpremitted C401 was transferred as electrochemical 4 in 1953. The C400 was enrolled until August 1956 as a spare of diesel locomotives, and was transferred to Kawasaki Steel Chiba Steels and became NUS12.

Diesel locomotive [ edit ]

  • DB251
    Made in 1952 Japanese vehicle manufacturing. Self -weight 25t. After the abolition, it was transferred to Koshu crushed stone and used on the Hatsukari Station side line. [twelfth] [13] 。
  • DC351
    A 35t3 -axis rod -driven diesel locomotive made by a train company in 1956 (production number 2751). Operated for about 10 years between Gonohe Station and Shirai Station [14] 。 Transferred to Nipponjuri Industry in 1967 [14] 。 It is operated by Kaetsu Railway, and after the abolition of the railway, it is saved at Kaetsu SL Square. The Miyazu Sea Candtrate Transport (Kaetsu Railway’s Body) was the owner. [14] After the abolition of Kaetsu SL Square in 2020, it will be transferred to Goto Town for free. [15] 。 In April 2022, it was transported by ferry and truck, and was carried to the local hall premises. [14] 。

bus [ edit ]

  • C 11, 12
    The documents were made by Eijiro Kojima in August 1965, but the exterior is the wooden 2 -axis passenger car itself in the Meiji era. [16] It is thought that Eijiro Kojima, a vehicle broker, sold used goods. It was transferred to the Kashima Sangomiya Railway in 1943, and it was 22.23 and used on the Hokota Line until the scrapped car was scrapped in December 1955. [17] 。
  • Naha 53 → Huff 1401

Driver [ edit ]

  • Kiha 1 → Ha 1, Kiha 2 → Ha 2
  • Kiha 103 → Huff 103, Kiha 104 → Kiha 105 → Huff 105
    In 1930, it was a two -axis gasoline car with a steel body manufactured by a Japanese vehicle, but it was turned into a passenger car due to the discontinuation of the use of excerpts due to fuel control during the war.
  • H 40001 → Kiha 40001, H 40002 → Kiha 40002 → Huff 40002
    In 1949, he received the payment of the National Railways Kiha 4000 (Kiha 40006, Kiha 40011). Initially, it was used as a passenger car without an institution, and was equipped with a diesel engine. Later, Kiha 40002 dropped off the institution and became a passenger again.
  • Kiha 41001
    On September 30, 1949, he received a payment of the Kiha 41000 (Kiha 41094). In 1963, the institution was replaced with DMF13 and was remodeled into a liquid type.
  • Kiha 41003

truck [ edit ]

  • Waf 1, Wah 2
  • Wah 5
  • Wam 200 -Wam 202
  • 1 -t 13
  • Tom 51 -Tom 55
  • Tom 100, Tom 101

Damage in the Tokachi -Oki earthquake [ edit ]

The Tokachi -Oki earthquake that occurred on May 16, 1968 caused 49 routes such as sediment, collapse, cracks, and sediment, and there were 16 railway equipment damage such as stopping, waiting rooms, warehouses, and home damage. Damage to 30 collapse of telephone poles, 80 slopes, over 200 million yen, and more than 200 million yen, the deficit for several years was taken into consideration, and on May 18, the company abandoned on April 1 of the following year. Was decided [18] 。

references [ edit ]

  • Sadao Shirato (1967). “Southern Railway”. Railway pictorial No. 199 (July 1967 Extra Published issue: Person Vehicle Tour 8): pp. 6-7, 27-36. (Rerecording: Railway Pictorial Editorial Department “Private Railway Vehicle Meguri Special” Volume 2, Railway Book Publishing Party, Tokyo, 1977. ）
  • Eiichi Aoki’s “Supplementary Remains as of May 1, 1975”, the Railway Pictorial Editorial Department “Private Railway Vehicle Meguri Special” Volume 2, Railway Book Publishing Association, Tokyo, 1977, 3 pages of supplementary remains.
  • Keisuke Imao’s “Japan Railway Travel Map Book” No. 2 Tohoku, Shinchosha, 2008, pp. 38.

Related item [ edit ]

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Southern railway – Wikipedia

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The Vienna-Trieste railway , also indicated as Southern railway (in German South ; Slovenian Southern railway ), is an international railway line that connects Vienna to Trieste through the territories of Austria, Slovenia and Italy. The management of the infrastructure is therefore the responsibility of the three national railway companies, each within its own state boundaries: Österreichische Bundesbahnen (ÖBB) for the Austrian trait, Slovennske Železnice (Sž) for the Slovenian one and Italian railway network (RFI) for that Italian.

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The railway was exercised from 1858 until the First World War from Imperial direction privileged society of the southern railways (Südbahn) which also gave the name to the long railway line, originally christened as the line of the Archduke Giovanni d’Asburg-Lorena.

The construction [ change | Modifica Wikitesto ]

The first works for the construction of the long railway line date back to 1839. The private company Vienna-Raaber Eisenbahn-Gesellschaft he had obtained the privilege of a railway line that joined Vienna ( Vienna ) in Gloggnitz, in Bassa Austria. The line was completely opened on May 5, 1842.

At the same time, the Gloggnitzer station were built, inaugurated in 1841 as a terminus of the southern railway, and the Raaber Bahnhof, inaugurated in 1845 and terminus of the eastern railway. The two stations built in classicist style were placed symmetrically at an obtuse corner and used the same locomotive deposits and the same workshops that connected them, placed in the space between the two stations.

In the 1940s, in order to meet the commercial demand from the port of Trieste, then belonging to the Austrian Empire, and directed towards the capital, the Habsburg government hired the construction works of the Gloggnitz-Trieste.

During the industrialization process, the need for rail transport increased and the Austrian railways passed from private hands to government control.

The construction was entrusted to Southern State Railways ( KK Südlichen Staatsbahn ), while the task of drawing up the project sent to Carlo Ghega, who decided to adopt the project to cross the Alps with a tortuous path, mainly in the open and therefore without long tunnels. The railway line, entirely double -track, would have passed for Graz, Maribor, Ljubljana and Postumia. The line was all double track, but during the Second World War for war reasons, including the recovery of iron, many sections were reduced to a simple track, and then gradually restored after the war. Currently the Werndorf-Lebring section and the Leibnitz-Marburg section, today’s Maribor, is currently a simple track. Regarding the Leibnitz-Maribor section, for the Leibnitz-Pipelfeld Straß section of the ÖBB there is a doubling, while for the Spielfeld Strass-Maribor, the Sžs have not yet made forecasts.

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The Gloggnitz section up to Mürzzuschlag was built between 1846 and 1854. For its characteristics, such as the high aclivity and almost all the path in curves, it is historically considered as the first normal -screen mountain railway. The section is also known as the Semmering railway from the name of the homonymous pass that is validated and which divides the low Austria from Stiria.

The next section, between Mürzzuschlag and Graz, was already open in 1844. In the same year Graz -Maribor was inaugurated, while Celje was reached in 1846 and Ljubljana in 1849 [6] .

In 1853, the Austrian southern State Railways took over the Vienna-Gloggnitz line which therefore became the first section of the ferrata road.

On July 28, 1857 the final stretch from Ljubljana to Trieste was opened at a rather small terminal station; In 1878 a variant of the route in the last two kilometers saw the current central station rise [7] .

During the Boom of the Gründerzeit, the old Raaber Bahnhof was replaced between 1867 and 1870 by Centralbahnhof (“Central Station”), designed by A. Schumann, then renamed in 1910 Staatsbahnhof (“State Station”) and on May 1, 1914 Ostbahnhof (“Eastern station”); Gloggnitzer Bahnhof was also rebuilt and was inaugurated in 1874, not in time for the 1873 world fair in Vienna, and renamed Südbahnhof. The new building was three times wider than the old one with the square, which reached an opening of 35.7 meters, sufficient for five, and after six, head tracks.

The exercise of Südbahn [ change | Modifica Wikitesto ]

The southern railway, initially exercised by KK Südlichen Staatsbahn (imperial-reality of southern state railways), following the financial crisis that had affected the Austro-Hungarian Empire, was exercised from 1858 until the First World War from Imperial direction privileged society of the southern railways , historically known as Südbahn, who also gave the name to the long railway line, originally christened as a line of the Archduke Giovanni d’Asburg-Lorena.

The Vienna-Trieste became the main line of the vast railway network of this company, headed by the heritage of the Rothschild family.

After the First World War [ change | Modifica Wikitesto ]

Following the fall of the Austro-Hungarian Empire at the end of the First World War and on the basis of the borders established by the Treaties of Saint Germain and Rapallo, the Vienna-Trieste railway line lost its unitary management, ending divided between three states. The stretch between Vienna and Spielfeld-Straß remained at Austria, al Kingdom of Serbs, Croatians and Slovenians (Then the kingdom of Yugoslavia) He spent the stretch between Šentilj Meja and Rakek, while Italy the one between Postumia Grotte and Trieste.

The exercise of the Austrian trait remained at Südbahn until 1923, when the state regained the line and passed the management to the Österreichische Bundesbahnen (ÖBB), while that of the Yugoslav section was maintained by the Austrian railway company until 1924. In that year there It was the transition to the companies of the state railways of the Kingdom of the Serbs, Croats and Slovenians (then became Yugoslave state railways and finally Railways Yugoslave, Jž) [6] . The Italian section became part of the State Railways Network since 1918, therefore before the sovereignty of the Italian state extended on it.

After the Second World War [ change | Modifica Wikitesto ]

After the Treaty of Paris (1947) and the passage of most of Istria and Venezia Giulia to Yugoslavia, the Jž also had the exercise of the stretch between Sesana and Postumia, while the Triestina section up to the station of Poggioreale Campaign , also known as Oppicina Campass, passed to the provisional management of the Autonomous company of the railways of the free territory of Trieste . Only in 1954, with the definition of the passage of zone A of the Triestine territory to Italy, the railway trunk in question passed to the exercise of the State Railways.

In 1963, the FS and the Jž agreed to unify the two customs passes in the Triestina railway area, namely the Poggioreale del Carso (now Villa Oppicina)-Monrupino of the Jesenice-Trieste railway (part of the complex of the Transalpina Railway) and the Poggioreale Campaign – Sesana of the southern. The FS built a new track of the southern that went up from Prosecco Station to that of Poggioreale so that this railway stopover had served both by the convoys from Trieste Campo Marzio, on the transalpine, and from those from the Aurisina crossroads, on the southern And on Venice – Trieste. From Sesana the convoys would have been unrelated to the transalpine through the short connection that connects it to Duttogliano, built in 1948 [6] . The old route of the southern remains a short stretch between the old Campaign Oppicin, which has now become a freight airport of the Villa OPINICA plant, and the Autoporto Fernetti.

The railway line has been conceived and built to be double track and with this feature it currently works with the exception of the trunk between Leibnitz, Austrian location south of Graz, and the Slovenian city of Maribor which has been a single track since 1945.

From the traction point of view, the railway is electrified. In Austrian territory with a tension of 15,000 volts in alternating current at 16⅔ Hz, while in Slovenia and in Italy it is 3000 V in continuous current.

The line has been electrified in Austrian territory after the Second World War; Between 1956 and 1977 the following routes were completed:

Map of K.K. State Railways between Ljubljana and Trieste (1850)
Franzdorfer viaduct in a painting by Giovanni Varrone (1832-1910)
Overview of between wr. Neustadt and Trieste be mediated railway line
Marburg-Trieste route (1899)
Austria and German rail connections with the sea ports of the Adriatic Sea 1891
The railway photographed near Prosecco
JZ 28006 locomotive (former KKSTB 80 series) in Diva
Prestrane station in June 1983
The Vienna Südbahnhof , terminal station of the southern abandoned in 2009 and demolished in 2010. Photographed in 2005

Further details:

  • Marina Bressan (a care of), From the Alps to the Adriatic by railway with southern (1857) and with the transalpine (1906) , Mariano del Friuli, Edizioni della Laguna, 2007, ISBN 88-8345-266-6.
  • Paolo skin Centenary of the completion of the Trieste-Vienna railway , in Italian technique , flight. 22, n. 5, 1957.
  • Giulio Roselli, Trieste and the southern railway , Trieste, SAT, 1977. ISBN not existing

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