Sagami Railway started service between Chigasaki and Samukawa Stations in September 1921, and opened to Hashimoto Station in April 1931, followed by the full line to Hachioji Station in November of the same year. The current JR East Sagami Line has its roots in the early days of the line.
The line that corresponds to the current Sotetsu Main Line was operated by Shinchu Railway. At the time of its opening, the line began operating between Atsugi and Futamatagawa stations, and in December 1933, it was extended to Yokohama Station.
|In January 1941, the company began construction of a new line (0.5 km) between Sagamikokubu and Ebina Stations, which was completed in November of the same year.
At the same time, diesel-automated coaches started to serve Sagami-Atsugi Station (now Hon Atsugi Station) on the Odakyu-Odawara Line. (The service was discontinued in November 1964.)
In April 1941, Sagami Railway merged with Shinchu Railway to rationalize management, and Sagami Railway also became part of Tokyo Yokohama Electric Railway in June 1941.
In June 1944, the Sagami Line was incorporated into the Ministry of Railways (later to become Japan National Railways) as a national policy as a “bypass route between the Tokaido Main Line and the Chuo Main Line under the wartime regime.
Kashiwadai Vehicle Center
|Sagami Railway Rolling Stock Center is located next to Kashiwadai Station on the Sagami Railway Main Line, and is in charge of inspections and remodeling work for all Sagami Railway rolling stock.
The former name of the center was Kashiwadai Train Depot. We are in charge of inspections such as work inspections, functional inspections, inspections of important parts, and general inspections.
|Kashiwadai Vehicle Center
|*All photos of Kashiwadai Vehicle Center are taken from outside the premises.
|Series 700 ( Moya 704)
Series 700 Moya 704 is a remodeled car from MOHA7100 series.
It is used as a rescue vehicle.
In order to replace the Moni2000 series and ED10 series electric locomotives for overhead line inspections that have aged more than 40 years since their manufacture, two units of MOHA7000 series and MOHA7100 series, four cars of the former 7000 series that were made redundant by fiscal 2006, were converted into business cars by Tokyu Car Corporation.
Moha 701 series and Moha 702 series are used for overhead line inspection.
|Series 700 Moya 7004
|Series 6000 KUMOHA6001
|Series 6000 KUMOHA6001
|Series 2000 KUMOHA2005
|Series 2000 KUMOHA2005
|Series 6000 ( KUMOHA6001)
Series 6000 cars were manufactured by Hitachi, Ltd. from 1961 to 1970. It was introduced as the main train at that time and became a series of more than 100 cars. It was the first Sotetsu train to use a large 20-meter class car body, and all cars were equipped with electric cars and external disc brakes. The formation is designed to be a single electric car system, and can be built in units of one car, starting with a minimum two-car formation.
The photo shows the repainting of the body for the 90th anniversary of Sagami Railway Company in December 2007.
Series 2000 ( KUMOHA2005)
The Series 2000 KUMOHA2005 was MOHA1301 and 1302, two of the Tokyu Series 3600 cars that were transferred by Tokyu to Yokohama Works (now Tokyu Car Corporation) in 1949, which was in the process of restoring its fleet after the war when it was sold to a national railway company that had been destroyed by fire.
By 1967, the train was renewed with a new all-metal body. The power transmission mechanism was a suspension drive system for all cars, and the bogies were DT10 series designed in the Taisho era.
|Series ED10 ( ED11)
The ED10 series (ED11) was manufactured by TOYO DENKI SEIZO in 1952. The appearance is the body of the electric locomotive with the deck of the box type, but the parts of the bogie and the main electric motor of the train are diverted.
In its peak period, it transported cement, gravel, general goods, and fuel for the U.S. Forces in Japan, but in 1998, the fuel transportation to the U.S. Forces base was stopped and the operation of the freight transportation ended.
|Toff 400 Series Fre ight Cars
The TOF-400 series freight cars were manufactured by Hattori in 1928 during the Shinchu Railway era, with five cars numbered 400 to 404.
These cars were built in a combined design with the conductor’s compartment in the center of the car.
It was connected to the tail end of the freight train pulled by ED10 series electric locomotive.
Plan for transit to the central Tokyo area
|Sagami Railway has announced a plan to operate a mutual direct service with JR East and Tokyu Corporation in 2006.
Please click here for the official announcement and progress.
Sotetsu/JR direct line “ Ebina/Shonandai – Futamatagawa – Nishitani – Hazawa – Osaki – Shibuya – Shinjuku direction
The Sotetsu/JR Direct Line is a new connecting line (approx. 2.7 km) between Nishitani Station on the Sotetsu Line and the vicinity of Yokohama-Hazawa Station on the JR Tokaido Freight Line, and the Sotetsu and JR Lines will operate directly with each other using this connecting line.
Sotetsu/Tokyu direct line “ Ebina/Shonandai – Futamatagawa – Nishitani – Shin-Yokohama – Hiyoshi – Shibuya/Meguro area
The Sotetsu-Tokyu direct line is a new connecting line (approx. 10.0 km) between the JR Tokaido Freight Line near Yokohama-Hazawa Station and the Tokyu Toyoko Line Hiyoshi Station.
Sagami Railway’s existing lines ( total length: 35.9 km)
|Sotetsu Main Line (Gunma-Nagano-Nagano-Niigata Railway)
|Yokohama – Ebina
|Futamatagawa – Shonandai
|Atsugi Line (Hiroshima-North Okayama Railway)
|Sagami Kokubu Signal Station – Atsugi
|Non-operating lines for freight transportation (discontinued), vehicle turnaround and loading only
|air corps line
|Sagami Otsuka – Atsugi Base
|Freight Transportation (Discontinued in 1998), Inactive Lines
Train collision at Seya Station of Sagami Railway [ August 17, 1968].
|A four-car train bound for Ebina from Yokohama rear-ended an electric locomotive (ED11), which was in the process of replacing a freight train, at Seya Station of Sagami Railway, injuring 83 people. The cause of the accident is said to be that the driver of the train fell asleep and missed the stop signal. At that time, ATS was not installed on the line