2017년 2월 25일 토요일

Wartime acquisition by purchase car of Musashino railroad and (former) SEIBU Railway

Wartime acquisition by purchase car of Musashino railroad and (former) SEIBU Railway

The Seibu 7 form steam locomotive seventh unit
(in Higashishinagawa Park static condition preservation May, 2006)

Wartime acquisition by purchase car (むさしのてつどうおよびせいぶてつどうのせんじゆずりうけしゃ) of Musashino railroad and (former) SEIBU Railway

In this clause, I describe each vehicle form that both companies of SEIBU Railway which was merged (former) obtain it by transfer in wartime from a competitor for (wartime) and introduced into Musashino railroad with date [1] (1945) on September 22 in Musashino railroad which is a forerunner company of SEIBU Railway and 1945.

Table of contents

Summary

Background to lead to introduction

In the railway company in Japan, hung it at the time when entered into the Pacific War from last years of Japan-China War, and the war situation was intensifying, and users increased rapidly by factors such as the activation of the war industry, and it was, but such situation was similar to an urgent problem the transport capacity reinforcement in each route that along the line military demand-related factory Musashino railroad to hold much and (former) SEIBU Railway held [2]; [3]. When I reached SEIBU Railway Kokubunji Line [4] which was demoted to a branch line with the opening of business between Higashimurayama - Takadanobaba of April (1927) in 1927 in particular (former), the extreme transport capacity was short, and a passenger car train by the conventionally old-fashioned steam locomotive traction fell into it with the commuter rapid increase to the munitions factory dotted with the things which were a non-electrification local line of around one traveled degree an hour along commuting demand and Kokubunji Line to the Tachikawa area (transfers for Kokubunji) that was [3], a big military affairs area, and increase detailed が of the vehicle was in an essential situation [3].

However, with the shift to a war regime to be started from National Mobilization Act establishment for the same period, a trouble was producing it for [2], the production of the vehicle from lack of material by the material which was indispensable for the production of the railroad carriage which did it including steel having been turned to the war industry with precedence. Therefore SEIBU Railway purchased two used goods trains each (former) from other companies [3], and, as for the Musashino railroad, [2] hung seven used trains in SEIBU Railway more (former) in (1944) in 1944, the following day from (1943) in 1943 in (1941) in 1941 and used eight used goods vehicles of five two steam locomotives, internal combustion movement cars (I include one steaming diesel train), one train in total for introduction [3], the all wartime transport capacity reinforcement. It is the first example [2], and the introduction of the used vehicle shows [3], one end of the tight situation at the time since the opening of business for both companies when I exclude the succession vehicle from the cover merger company [2].

Each form general statement

As for in 5 companies of the Shinoyama railroad [7] and the car model, as for the end, various to a steaming diesel train [9] from a steam locomotive, internal combustion movement car, passenger car including a train according to the said article Nagano Electric Railway [6], Shizuoka electric railroad (existing Shizuoka Railway) Enoshima electric railroad (existing Enoshima Electric Railway) the transfer of each vehicle introduced into both companies of Musashino railroad ・( old) SEIBU Railway [7] [8] [7] [5] [6] formerly Ministry of Railways (the transportation Ministry of Communications).

I obtained two passenger cars wooden than Ministry of Railways by transfer and I put the remodeling as the control trailer of the train in Ministry of Railways Kushiro factory (existing JR Kushiro transportation vehicle place) and introduced the Musashino railroad into May [10] as Sakha 120 form [explanatory note 1] 121.122 (1941) in 1941 [10]. Furthermore, I obtained three twin motorcycles [8] electric than [11], Enoshima electric railroad by transfer each, and the former put the remodeling as the control trailer of the train like said article Sakha 120 form, and, over October of the year, two train form wooden construction passenger cars were introduced into [11], the latter as モハ 15 form 15-17 as Sakha 115 form [explanatory note 1] 115.116 from Nagano Electric Railway [8], and a route standard was assigned to Tamako Line which was different from other routes about the latter [8].

(former) I obtained two passenger cars wooden than Ministry of Railways by transfer, and I put the remodeling as the control trailer of the train like Musashino railroad Sakha 120 form in Japanese National Railways Kushiro factory, and SEIBU Railway introduced it into May [12] as クハ 1110 form 1111.1112 (1941) in 1941 [12]. I obtained 120 form train 121 by transfer than Shizuoka electric railroad in (1943) in 1943 and introduced it as an original number as モハ 120 form 121 [12] and I received disposal of キハニ 40000 form internal combustion movement car 40704 from Ministry of Railways and introduced it as キハ 101 form 101 [7] and similarly borrowed the 2850 form steam locomotive 2851st unit from Ministry of Railways and received disposal as the 7 form seventh unit formally later [5]. I obtained three internal combustion movement car (レカ 1 form 1. レカ 21 form 21, Kach 22 form 22) by transfer than the Sasayama railroad which became the abolition in March of the year in (1944) in 1944, the following day [12], and the former was introduced into the latter as レカ 1 form 1.2 as キハ 101 form 101B [12] and, as for said article キハ 101 form 101, was done キハ 101A and 改番 [12]. In addition, I obtained the steam locomotive second unit which was not included in a succession vehicle to Japanese National Railways (transportation Ministry of Communications railroad total station) by transfer and introduced it into the wartime of the Iiyama railroad (existing JR Iiyama Line) of June of the year as the 2 form second unit on the occasion of the purchase [5] and received disposal with junk car and キハニ 6450 form steaming diesel train one where it was by use in Kyushu District last more from the transportation Ministry of Communications [9].

17 vehicles group introduced into both companies in total was disposed of without reaching the introduction after all (appear), and things screened soon after the war that SEIBU Railway was established were included, but the vehicle registered at for the longest time existed as the vehicle which SEIBU Railway held until (1965) [12] in 1965 as things mentioned above.

Each form details

I speak the change after specifications and the introduction every each form as follows. In addition, each form title to write down in the beginning is a first issue form given on the occasion of the introduction to both companies of Musashino railroad or (former) SEIBU Railway.

Musashino railroad Sakha 115 form train

I do accompaniment car Sakha 360 form 361.362 with the wooden construction body of 15,983mm in total length that adopted the doubleness roof (double roof) structure that Kato railroad [13] which is a forerunner company of Nagano Electric Railway produced on the occasion of the opening of business newly in Nippon Sharyo, Ltd. Tokyo office in (1922) in 1922 with a forerunner [13]. Two cars were completed as passenger car フホハ 1 form 1.2 pulled by a steam locomotive [13], but assumed future electrification, and was train specifications and the train form passenger car which did it in body design and others [13], and the window placement was D2 2 2 2 2 2 2D (the door for the visitor, each numerical value express the number of sheets of the side window D); [14]. After I carried out remodeling, and a motor car became デハ 1 form 1.2 on the occasion of electrification of (1926) in 1926 [13], I delivered an electrical component to other forms in (1933) in 1933 and was made an accompaniment car [13], but operational frequency decreased by having been remodeled into the accompaniment car which did not have a driving apparatus [13] and I was transferred to Musashino railroad and was introduced into [6] as motor car [explanatory note 2] and control trailer Sakha 115 form [explanatory note 1] 115.116 of RPC system automatic acceleration control specifications to organize (1941) in October in 1941 [6].

I founded a driving apparatus on the occasion of introduction, and remodeling was carried out, and the new establishment of the enlargement .3 door posture Creator of the door for the visitor and the crew door was constructed, and a control trailer changed into the side window placement with dD1 2 3D2 2 2D (d: a crew door) [14]. I was integrated with クハ 1201 form as well as each control trailer form of the wooden construction body which Musashino railroad including the Sakha 110 form ordered the company from on the occasion of conversion [15], 一斉改番 carried out (1948) (appears) in June in 1948 after the SEIBU Railway establishment, and, as for two cars, it was done クハ 1207.1208 (in none first) and 改番 later by the motor car of indirect non-automatic (HL control) specifications and a control trailer to organize [14]. After 改番 was carried out with クハ 1203.1204 (each two generations) again (1952) in August in 1952 [6], it was a kind car in the name on the occasion of a クハ 1411 form 1414.1416 new product of September [6] (1955) in 1955 and, as for each existing car, was disposed of the dismantling [6].

Musashino railroad Sakha 120 form train

I do wooden 4 axis bogey passenger car ホユニ 5064.5067 [16] of the 15m in total length grade that Railway Bureau (Ministry of Railways in the back) produced newly in Railway Bureau Shimbashi factory in (1890) [16] in 1890 with a kind car. I misappropriated less than underframe of the kind car in Ministry of Railways Kushiro factory, and, on the occasion of the disposal to Musashino railroad, the wooden construction body of former second wife side of normal roof (single roof) structure, flat wife shape and the non-penetration design, window placement dD1 2 2D2 2 1D was introduced as new product [16] [17], motor car [explanatory note 2] and control trailer Sakha 120 form [explanatory note 1] 121.122 of RPC system automatic acceleration control specifications to organize [6]. In the driver's cab, the setting [16], the beginning of other completion were equipped with a pantograph in conformity with the style of the vehicle which Musashino railroad held on the roof close to a driver's cab on the line right side, but I was removed later, and only a pantograph pedestal was left [16].

After disposal, I was limited for reasons of [10], the disorder of the trigger of the thing which maintained a driving apparatus in the Musashino railroad side, and started use in May as a control trailer (1941) in 1941 at an operational opportunity [10]. I was integrated with クハ 1201 form on the occasion of conversion [15], 一斉改番 carried out (1948) (appears) in June in 1948 after the SEIBU Railway establishment, and, as for two cars, it was done クハ 1209.1210 and 改番 like said article Sakha 115 form later by the motor car of indirect non-automatic (HL control) specifications and a control trailer to organize [6]. After it was managed in Tamagawa Line just after the electrification completion mainly after the war [10], クハ 1209 was transferred to Oigawa Railway to September [10] to September [10] each (1953) (1949) to Gakunan Railway クハ 1210 1953 1949.

Musashino railroad モハ 15 form train

The details refer to "railroad carriage # モハ 15 form → モハ 11 form of the Tamako railroad" (electric passenger car)

I assume "enjoying the cool breeze train" 1-3 [18] that Enoshima electric railroad (existing Enoshima Electric Railway) produced the bodies newly (1931) in Niigata Engineering in July in 1931 a forerunner. Three cars misappropriated the major equipment of the wooden twin motorcycle which Enoshima electric railroad produced on the occasion of the opening of business newly and a cart, and omitted all the door for a front and lateral sash and a windowpane and the visitor, and noncorrectional glasses structure and the half steel body of the opening type that did were introduced as "an enjoying the cool breeze train" of the-limited use in a new product [18], the summer [18]; [explanatory note 3].

It was a junk car [19], and Musashino railroad obtained it by transfer by the authorization [20] with a policy of 4 axis bogies increase motorcycle selection to depend minutely of the Enoshima electric railroad in later years [19] on a date on [explanatory note 4], November 20, the same year in (1941) in 1941 [20]. I remodeled the body into the general sealing up structure (lateral window placement D8D) [21], and it was applied in Tamako Line with introduction [8], all cars as [20], モハ 15 form 15-17 on the occasion of acquisition by purchase by the business trip construction to Hagiyama factory of the Toyoko vehicle construction (existing Tokyu techno system) [8].

(appear) It was done モハ 11 form 11-13 and changing of a name, 改番 (1948) on the occasion of 一斉改番 carried out in June 1948 after the SEIBU Railway establishment [8], but three were poor in a capacity because of the twin motorcycle of the small size body of 7,910mm in total length [20], and it was a junk car モハ 11.13 each モハ 12 in (1950) in 1950 before the same year, and a form became extinct [8]. After three cars after the junk car were detained for a long term in those days by the delta ray which there was in the Hagiyama Station yard, they dismantled it in (1956) in 1956, and they were disposed of [8].

SEIBU Railway クハ 1110 form train

I misappropriated lower than underframe of the kind car like [12], said article Musashino railroad Sakha 120 form as a kind car in a wooden 4 axis bogey passenger car of the 16m in total length grade that Ministry of Railways held in Ministry of Railways Kushiro factory and received disposal as control trailer クハ 1110 form 1111.1112 to [12] [explanatory note 5] with the body (1941) in May in new product [12], 1941 [12]. ホハ 2452 which was produced newly in Railway Bureau Shimbashi factory in クハ 1112 in ホハフ 2857 [22] produced newly in House of railroad Omiya factory in クハ 1111 in (1908) in 1908 in (1897) in 1897 each with a kind car and the wooden construction body which do it [22], and usually has former second wife sides of a roof (single roof) structure, flat wife shape and the non-penetration design [23]. Because the driver's cab space was established in a corner expression on the line right side [22], and the crew door was installed only in the unilateral side facing the driver's cab space, as for the side window placement, it was 2D2 2D2 2D2 and d1D2 2D2 2D2 and appearance of the right and left asymmetry [22].

The appearance is similar [17], but the points that are three pieces of window constitution that located a window of the equivalence width equally are different from the Musashino railroad Sakha 120 form which produced the bodies as for the クハ 1110 form newly in the factory where is the same for the same period in the クハ 1110 form whereas the shape of the front window is narrow width and three pieces of window constitution that did at center window with the Musashino railroad Sakha 120 form other than [23], the side window placement that mentioned above [17]; [23]. In addition, (former) the standard body painting in SEIBU Railway did for Marron, first half with yellow with half of the bottoms in the lower end portion of the under a window breaker strip (window sill) as a border; after painting, and dividing it, and appearing [22], the クハ 1110 form does only curtain board region from upper end of the breaker strip (window header) to an eaves trough lower end portion by a slip-up on the Kushiro factory side in a window with yellow, and a record delivered other all to in the Marron painting and a done state remains [7]; [22].

Although I was completed as a control trailer, only wiring was completed in a performed state without originally equipping it with the apparatus which should be installed in the driver's cab [12], and the クハ 1110 form was applied as a passenger car substitute in Kokubunji Line after introduction as a form title showed it [12], and subsequently similarly it was applied transfer of a census register as a passenger car substitute after the end of the war to Tamagawa Line which was a non-electrification route in those days soon [12]. I was admitted into the vehicle form クハ 1151 form which モハ 151-shaped control trailer was given on the occasion of 一斉改番 carried out (1948) (appears) in June in 1948 after the SEIBU Railway establishment and was done クハ 1160.1161 (in クハ 1160 the first generation) and changing of a name, 改番 [12]. All two of them founded a driver's cab apparatus on the occasion of Tamagawa Line electrification of July (1950) in 1950 and were maintained as the control trailer which was an original use [12] and composed モハ 311 form and formation about クハ 1160 (the first generation) and were allotted to the section use between the Higashimurayama - Murayama reservoir [7]. However, all two of them were transferred to Konan Tetsudo with date [7] (1951) briefly on February 8 in 1951, the following day during the period managed as a control trailer.

SEIBU Railway モハ 120 form train

I do half steel 2 axis bogey motor car 120 form 121 of 3 door structure that Shizuoka electric railroad (existing Shizuoka Railway) produced to June [7] [explanatory note 6] newly (1931) in Nippon Sharyo, Ltd. Head Office in 1931 with a forerunner [7]. The car had the largest-scale body in the vehicle registered at 16,164mm in total length, up to 2,620mm in width [24] and Shizuoka electric railroad at the time [25], but SEIBU Railway obtained it by transfer (former) and introduced a thing used for the special train use in many visitors into [7] as an original number as モハ 120 form 121 for the transport volume (1943) in March in [25], 1943 because a capacity was unreasonable [7].

The pantograph of the correspondence remodeling to overhead wire voltage 1,500V specifications and the current collector abolished a getting on and off step of the door lower part for the visitor other than becoming it [12] on the occasion of introduction [26], and remodeled the door for the double visitor of the side central part that featured as the Shizuoka electric railroad 120 form into the single open structure again as well as the door for other visitors [12]; [26]. On the other hand, there was not the change about the major equipment from Shizuoka electric railroad being on the register roll those days, and the electric camshaft type indirectly automatic controller [7], trigger made in TOYO DENKI SEIZO K.K. where the control unit belonged to the genealogy of デッカーシステム of the English electric (EE) company development were SME emergency dialect direct communication air brake specifications belonging to [7]. In the conventional car of SEIBU Railway, as for the control unit, an electric sky unit switch expression indirect fault automatic controller (HL control) of the electric sky camshaft type indirectly automatic controller which belonged to the genealogy of the M control made in General Electric (GE) company or Westinghouse Electric (WH) Corporation development was brought to the mainstream (former), and the triggers were unified with automatic air brake specifications and worked full time for section use between Higashimurayama - Sayama Park (Murayama reservoir in the back) after [12], introduction mainly because the apparatus which the モハ 120 form was equipped with was incompatible with them at all, and mixture was impossible [7] [7].

I removed electric equipment before (1943) in 1943 and converted it into the motor car モハ 100 form of the HL control system and a control trailer to organize and was remodeled and was done admission, クハ 1159 (the first generation) and changing of a name, 改番 in the vehicle form クハ 1151 form which モハ 151-shaped control trailer from the said article モハ 100 form was given on the occasion of クハ 1120 form 1121 and 改番 [12], 一斉改番 carried out (1948) (appears) in June in 1948 after the SEIBU Railway establishment afterwards [7]. After being admitted into [27], control trailer クハ 1231 form of similar Ikebukuro Line assignment of the form on the occasion of the transfer of a census register from Shinjuku Line [explanatory note 7] system of April [12] to Ikebukuro Line [explanatory note 7] system (1952) in 1952, and having named クハ 1238 (the first generation) it [27], it was done 改番 with クハ 1231 form 1231 (two generations) to [7] again (1954) in July in 1954. Furthermore, after a motor car carried out remodeling to October [12] again (1956) 1956 and was done モハ 151 form 161 (two generations) and changing of a name, 改番 and was applied mainly in a branch line ward, it was a junk car to [12] (1959) in October in 1959 and was transferred to Toyohasi Railroad [26]; [explanatory note 8].

SEIBU Railway レカ 1 form diesel train

I did レカ 1. レカ 21 which was the twin motorcycle form internal combustion movement car which Sasayama railroad produced newly in (1934) in 1934 (gasoline car) with a forerunner [7] and integrated レカ 21 with レカ 2 and 改番, an equivalence form on the occasion of introduction [7]. If レカ 1 was made in Nippon Sharyo, Ltd., and レカ 2 (former レカ 21) was made of Kato vehicle, makers were different [7], and, in レカ 2, there was not the equipment for fresh fish level, and the appearance had a difference to whereas レカ 1 comprised the fresh fish level (carrier) in the one wife side [7]. Two media to be equipped with were A form engines made in Ford together (output 22.5kW); [7].

同2両はいずれも当時非電化路線であった多摩川線において運用する目的で導入され[7]、実際に北多磨機関庫（現・白糸台車両基地）へ搬入されたものの結局就役せず[7]、戦後本川越駅構内へ移送され同所において留置された[7]。後に2両とも復興社所沢車輌工場（後の西武所沢車両工場）へ搬入され[28]、レカ1は同工場において無車籍の構内入換車として運用されたのち[28]、1963年（昭和38年）3月[7]にエンジンなど動力装置一式を撤去し客車へ改造の上で上武鉄道へ譲渡された。なお、レカ2については再起することなく同時期に解体処分された[7][注釈 9]。

西武鉄道キハ101形気動車

キハ101形気動車として導入された2両の内燃動車は、旧在籍事業者および導入後の動向が大きく異なるため、種車ごとに仕様および導入後の変遷について述べる。

キハ101（初代）→キハ101A

 
佐久鉄道キホハニ56
（西武へ払い下げられたキホハニ54・55→国鉄キハニ40704・40705と同形車）

佐久鉄道（現・JR小海線）が内燃動車運行開始に際して1930年（昭和5年）11月[29]に日本車輌製造において新製した半鋼製4軸ボギー内燃動車（ガソリンカー）キホハニ50形55を前身とする[29]。1934年（昭和9年）9月の佐久鉄道線国有化に伴って鉄道省の車籍に編入され[29]、キハニ40604→キハニ40705と二度の改番を経て[29]、1943年（昭和18年）に（旧）西武鉄道へ払い下げられ、キハ101形101（初代）として多摩川線へ導入された[29]。導入に際しては荷物室および一箇所の側面扉を撤去し、側面窓配置を原形の1B2D6D1（B：荷物用扉）から1D9D1と改めたが[30]、扉を撤去した箇所の側窓については318mm幅および800mm幅の窓が混在した変則的な窓配置となったことが特徴である[30]。搭載する機関は直列6気筒縦型ガソリンエンジンのウォーケシャ発動機製6SRL（出力68.5kW）であった[29]。

導入翌年の1944年（昭和19年）3月[31]には後述する篠山鉄道カハ22が同形式に編入されたことに伴い、車両番号（以下「車番」）の重複を回避するためキハ101形101Aと改称された[29]。戦後に至り、（現）西武鉄道が成立した後の1948年（昭和23年）に日本国有鉄道（国鉄）よりキハニ40704（佐久キホハニ54→鉄道省キハニ40603）の払い下げを受け、キハ101形101（2代）として導入したことに伴い[29]、同形車であるキハ101Aは続番となるキハ102と改番され[29]、さらに2両揃ってキハ111形111・112と改称・改番されたのち[30]、キハ111（元キハ101・2代）とキハ112（元キハ101A）との間で車番の交換が実施された[30]。同2両は当初非電化路線当時の狭山線[29][注釈 10]、次いで上水線（現・拝島線）において運用され[29]、上水線の電化完成後は運用を離脱[30]、1956年（昭和31年）8月[29]にキハ111が、翌1957年（昭和32年）6月[29]にはキハ112がいずれも北海道拓殖鉄道へ譲渡された[30]。

キハ101B

雲仙鉄道が1936年（昭和11年）に日本車輌製造へ新製発注した、車体長9,800mmの小型4軸ボギー内燃動車（ガソリンカー）カハ22を前身とする[31]。同車は1938年（昭和13年）8月の雲仙鉄道廃止に伴って篠山鉄道に原番号のまま譲渡され[31]、さらに1944年（昭和19年）3月の篠山鉄道廃止に伴い（旧）西武鉄道が購入し、キハ101形101Bとして導入されたものである[31]。同車の導入当時の（旧）西武鉄道においては既に上記同番号の車両（キハ101・初代）が在籍したことから、元カハ22を「キハ101B」とし、既に在籍したキハ101（初代）については前述の通り「キハ101A」と改称することによって両者を区分した[31]。

キハ101Bは多摩川線へ導入されたものの結局運用されず[31]、長期間休車状態となったのち、1951年（昭和26年）6月[31]に多摩湖線に所属する電動車モハ101形と編成する制御車へ転用するため電車化改造が施工され、クハ1101形1101（初代）と改称・改番された[31]。

なお、電車化改造の詳細、および電車化以降の動向については西武モハ101形電車#気動車改造制御車を参照されたい。

西武鉄道2形蒸気機関車

詳細は「国鉄1225形蒸気機関車#飯山鉄道」を参照

飯山鉄道が1920年（大正9年）[5]に日本車輌製造において新製した軸配置C（動輪3軸、先輪および従輪なし）の27t級C形サイドタンク式蒸気機関車である[5]。同社2号機として就役したのち、1944年（昭和19年）6月の飯山鉄道の戦時買収に際しては国鉄（運輸通信省鉄道総局）への継承車両に含まれず[5]、（旧）西武鉄道へ譲渡された[5]。

(former) 西武鉄道への導入後は2形2号機（2代）と形式区分されたものの車番は変更されず、（現）西武鉄道成立後も引き続き2号機を称した[5]。 戦後は安比奈線および多摩川線など非電化線区において貨物列車牽引に充当されたのち[7]、日本ニッケル鉄道部（後の上武鉄道）への貸し出しを経て[7]、1956年（昭和31年）3月に別府鉄道へ譲渡された[5]。

西武鉄道7形蒸気機関車

 
阪鶴鉄道A5形13号機
（後の西武7形7号機）
詳細は「国鉄2850形蒸気機関車」を参照

伊賀鉄道（初代）が発注した[32]、1897年（明治30年）[5]にピッツバーグ・ロコモティブ・アンド・カー・ワークスにおいて新製された軸配置1C（先輪1軸、動輪3軸）の30t級C形サイドタンク式蒸気機関車3号機（製造No.1711）がその前身である[32]。伊賀鉄道（初代）は結局未成線となり[32]、同機は1899年（明治32年）に阪鶴鉄道A5形13号機として就役したのち[32]、阪鶴鉄道国有化に伴って帝国鉄道庁（国鉄）2850形2851となり[32]、1923年（大正12年）の除籍後は播丹鉄道へ払い下げられ同社8号機として導入[32]、さらに1943年（昭和18年）6月の戦時買収による播丹鉄道国有化（現・JR加古川線）に伴って再び鉄道省の車籍に編入され[5]、2850形2851を再び称した[5]。しかし実際には鉄道省において運用されることなく、播丹鉄道保有当時のナンバー（8号機）のまま（旧）西武鉄道に貸与され[5]、1945年（昭和20年）6月1日付認可[5]によって正式に払い下げを受けた。

正式払い下げ後は7形7号機と改番され、（現）西武鉄道成立後も引き続き7号機を称した[5]。当初は国分寺線において旅客列車牽引に充当されたのち[32]、多摩川線における貨物列車牽引用途を経て[5]、北所沢駅（現・新所沢駅）より分岐する在日米軍兵器補給廠への側線において入換用途に供され[5][32]、1957年（昭和32年）9月まで稼動状態にあった[5]。その後は休車状態のまま所沢検車区（後の所沢車両管理所）において留置されたのち、1962年（昭和37年）3月[5]より上武鉄道へ貸し出されて1965年（昭和40年）11月まで運用され[7]、同社における退役と同時に除籍処分された[7]。退役後は上武鉄道において保管されたのち、1968年（昭和43年）に西武鉄道へ返還され[5]、翌1969年（昭和44年）3月[5]より東京都品川区の東品川公園において静態保存された[32]。

西武鉄道キハニ6450形蒸気動車

鉄道院が1912年（大正元年）[9]に汽車製造において新製した工藤式蒸気動車で、落成当初の形式・車番はジハニ6050形6059であった[33]。1928年（昭和3年）にキハニ6450形6454と改称・改番されて主に九州地区で運用[9]、西唐津機関区（現・JR唐津運輸センター）への配属を最後に1941年（昭和17年）[34]に除籍されたものを1943年（昭和19年）に払い下げを受け[9]、原形式・原番号のまま入籍した[35]。

払い下げ後は非電化路線における運用を予定されていたが[34]、現車は本川越駅構内へ回送されたのち全く運用されることなく終始同所に留置され[9][33]、（現）西武鉄道にも車籍は継承されたものの[35]1949年（昭和24年）5月以降に解体処分された[33]。

脚注

[ヘルプ]

注釈

  1. ^ a b c d 武蔵野鉄道においては、制御車の車両記号を「サハ」と称した。
  2. ^ a b ゼネラル・エレクトリック (GE) 社製Mコントロールの系譜に属する電空カム軸式間接自動制御装置RPC-101を搭載する電動車各形式を指す。デハ130形・デハ320形・デハ1320形などが該当した。
  3. ^ もっとも、前面および側面の素通し部分については窓枠をはめ込み可能な構造とされ、夏季以外の運用も考慮された設計となっており、後に前面窓については通年装備となった。
  4. ^ 「私鉄車両めぐり84 江ノ島鎌倉観光（上）」pp.85 - 87によれば、同3両は江ノ島電気鉄道在籍当時の改番によって晩年は13 - 15を称したとされるが、公文書（武蔵野鉄道における竣功届）においては同3両の江ノ島電気鉄道在籍当時の旧番は1 - 3と記載されている。
  5. ^ ただし、「私鉄車両めぐり(39) 西武鉄道1」p.44において1941年（昭和16年）2月の時点で現車が既に（旧）西武鉄道へ納入されていたことが記録されており、現車の入線は書類上の払い下げ年月よりも前に行われていたことが明らかである。
  6. ^ 昭和12年の雑誌に掲載された静岡鉄道による電車の売却広告には昭和5年5月とあり、宮田が豊橋鉄道の高師で1601・1651を実見したところ1601の台車に貼付けてあったメーカーズプレートには日本車輌昭和5年6月製造と確認できたという。宮田雄作「静岡電気鉄道 120型電車の軌跡」『Rail Fan』No.478 1993年1月号、鉄道友の会
  7. ^ a b （現）西武鉄道成立当初は、（旧）西武鉄道村山線を「西武本線」、武蔵野鉄道本線を「武蔵野線」とそれぞれ称し、1952年（昭和27年）3月に前者を「新宿線」、後者を「池袋線」とそれぞれ改称した。
  8. ^ 同社には静岡電気鉄道120形120が1938年（昭和13年）に譲渡されており、モハ161（2代）の譲渡によって別の事業者へ譲渡された同一形式2両が再び同一の事業者に在籍するという珍しい事例が生じた。同2両は後年2両固定編成を組成して1988年（昭和63年）まで運用され、長期間休車となったのちに1993年（平成4年）3月30日付で2両とも除籍された。
  9. ^ 同車は戦後本川越駅構内にて留置されていた当時、原因は不明ながら車内が焼損した状態であったことが確認されており、レカ1と比較して著しく劣悪な状態であったことが覗える。
  10. ^ 戦局の激化に伴って1944年（昭和19年）2月に不要不急路線として営業休止に至った武蔵野鉄道山口線は、（現）西武鉄道成立後の1951年（昭和26年）10月に西武鉄道狭山線として営業を再開したが、営業再開当初は電化設備を稼動させず非電化路線として運行を再開、再電化は翌1952年（昭和27年）3月に実施された。

出典

  1. ^ 「総説 西武鉄道」 (1992) p.10
  2. ^ a b c d e 「私鉄車両めぐり(80) 西武鉄道 1」 (1969) p.72
  3. ^ a b c d e f 「私鉄車両めぐり(80) 西武鉄道 2」 (1969) p.64
  4. ^ 「私鉄車両めぐり(80) 西武鉄道 2」 (1969) p.63
  5. ^ a b c d e f g h i j k l m n o p q r s t u 「西武鉄道の蒸気機関車」 (1969) pp.60 - 61
  6. ^ a b c d e f g h i 「私鉄車両めぐり(80) 西武鉄道 1」 (1969) p.73
  7. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z aa ab ac ad ae 「私鉄車両めぐり(80) 西武鉄道 2」 (1969) p.65
  8. ^ a b c d e f g h i 「私鉄車両めぐり(80) 西武鉄道 2」 (1969) p.61
  9. ^ a b c d e f 「私鉄車両めぐり(80) 西武鉄道 2」 (1969) p.66
  10. ^ a b c d e f g 「西武鉄道 時代を築いた電車たち」 (1992) p.154
  11. ^ a b 「西武鉄道 時代を築いた電車たち」 (1992) pp.153 - 154
  12. ^ a b c d e f g h i j k l m n o p q r s t u v w 「西武鉄道 時代を築いた電車たち」 (1992) p.156
  13. ^ a b c d e f g 「私鉄車両めぐり(49) 長野電鉄」 (1982) p.171
  14. ^ a b c 「私鉄車両めぐり(39) 西武鉄道 1」 (1960) pp.44 - 45
  15. ^ a b 「西武鉄道 時代を築いた電車たち」 (1992) p.150
  16. ^ a b c d e 「私鉄車両めぐり(39) 西武鉄道 1」 (1960) p.45
  17. ^ a b c 「西武鉄道車両カタログ」 (1992) p.171
  18. ^ a b c 「私鉄車両めぐり(84) 江ノ島鎌倉観光（上）」 (1982) pp.85 - 86
  19. ^ a b 「私鉄車両めぐり(84) 江ノ島鎌倉観光（上）」 (1982) pp.86 - 87
  20. ^ a b c d 鉄道省, ed. "27 江ノ島電鉄所属車輌譲受設計変更及び連結器省略の件". 鉄道免許・西武鉄道・昭和16年. 
  21. ^ 「RM LIBRARY6 東急碑文谷工場ものがたり」 (2000) p.6
  22. ^ a b c d e f 「私鉄車両めぐり(39) 西武鉄道 1」 (1960) p.44
  23. ^ a b c 「西武鉄道車両カタログ」 (1992) p.174
  24. ^ 『JTBキャンブックス 譲渡車両 今昔』 (2003) p.134
  25. ^ a b 『JTBキャンブックス 譲渡車両 今昔』 (2003) p.135 - 136
  26. ^ a b c 『JTBキャンブックス 譲渡車両 今昔』 (2003) p.136 - 137
  27. ^ a b 「武蔵野スクラップ」 (1951) p.61
  28. ^ a b 「RM LIBRARY30 所沢車輌工場ものがたり（上）」 (2002) p.46
  29. ^ a b c d e f g h i j k l m 「私鉄車両めぐり(80) 西武鉄道 3」 (1970) p.81
  30. ^ a b c d e f 「私鉄車両めぐり(39) 西武鉄道 完」 (1960) pp.40 - 41
  31. ^ a b c d e f g h 「私鉄車両めぐり(80) 西武鉄道 2」 (1969) pp.65 - 66
  32. ^ a b c d e f g h i 『JTBキャンブックス 譲渡車両 今昔』 (2003) p.22 - 23
  33. ^ a b c 「私鉄車両めぐり(39) 西武鉄道 完」 (1960) p.41
  34. ^ a b 「RM LIBRARY103 日本の蒸気動車（上）」(2008) p.38
  35. ^ a b 「RM LIBRARY103 日本の蒸気動車（上）」(2008) p.23

参考資料

公文書

  • 鉄道省 鉄道免許・西武鉄道・昭和16年 「監督局 第4131号 江ノ島電鉄所属車輌譲受設計変更及び連結器省略の件 1941年11月20日」

雑誌・書籍

  • 『Romance car 復刻版』 東京鉄道同好会 アテネ書房発行
    • 中川浩一 「武蔵野スクラップ」 1951年1月号（14号） pp.60 - 62
  • 『鉄道ピクトリアル』 鉄道図書刊行会
    • 益井茂夫 「私鉄車両めぐり(39) 西武鉄道 1」 1960年6月号（通巻107号） pp.41 - 48
    • 益井茂夫 「私鉄車両めぐり(39) 西武鉄道 完」 1960年8月号（通巻109号） pp.39 - 44
    • 田中秀夫・中川浩一 「西武鉄道の蒸気機関車」 1969年11月号（通巻230号） pp.59 - 62
    • 今城光英・加藤新一・酒井英夫 「私鉄車両めぐり(80) 西武鉄道 1」 1969年11月号（通巻230号） pp.67 - 73
    • 加藤新一・今城光英・酒井英夫 「私鉄車両めぐり(80) 西武鉄道 2」 1969年12月号（通巻231号） pp.60 - 67
    • 今城光英・酒井英夫・加藤新一 「私鉄車両めぐり(80) 西武鉄道 3」 1970年1月号（通巻233号） pp.77 - 87
    • 奥山吉之 「総説 西武鉄道」 1992年5月号（通巻560号） pp.10 - 14
    • 園田政雄 「西武鉄道 時代を築いた電車たち」 1992年5月号（通巻560号） pp.150 - 160
    • 佐藤利生 「西武鉄道車両カタログ」 1992年5月号（通巻560号） pp.169 - 197
  • 『私鉄車両めぐり特輯（第三輯）』 鉄道図書刊行会 1982年4月
    • 今城光英 「私鉄車両めぐり(84) 江ノ島鎌倉観光（上）」 pp.79 - 87
    • 村本哲夫 「私鉄車両めぐり(49) 長野電鉄」 pp.164 - 171
  • 『RM LIBRARY』 ネコ・パブリッシング
    • 関田克孝・宮田道一 「6 東急碑文谷工場ものがたり」 2000年1月 ISBN 4-87366-191-9
    • 西尾恵介 「30 所沢車輌工場ものがたり（上）」 2002年1月 ISBN 4-87366-263-X
    • 湯口徹 「103 日本の蒸気動車（上）」 2008年3月 ISBN 4-77705-229-X
  • 吉川文夫 『JTBキャンブックス 譲渡車両 今昔』 JTB 2003年4月 ISBN 4-533-04768-8
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