Locomotives assigned to the Aizu-Wakamatsu Traction Division - 会津若松機関区に配置されたの機関車

Before the opening of the Aizu Line - 会津線の開通の前

Aizu-Wakamatsu Station was opened by the Gan'etsu Railway (岩越鉄道) on 15 July 1899, construction of the line having started at Kōriyama. The line was then extended to Kitakata in 1904, and then in 1906 the Gan'etsu Railway was nationalised; the JGR named the Kōriyama~Kitakata line Gan'etsu Line. In 1910 the JGR opened the Shin'etsu Line from Niitsu to Maoroshi, extending it to Tsugawa in 1913; also in that year, the Gan'etsu Line reached Nozawa. In November 1914 the gap between Nozawa and Tsugawa was closed, and the entire line between Kōriyama and Niitsu became the Gan'etsu Line. It wasn't until 1917 that it received its current name, Ban'etsu West Line (the Ban'etsu East Line had been opened two years previously).

In 1897 the Gan'etsu Railway first acquired two 2-4-2T tank locomotives from the Bōsō Railway (built by Naismith-Wilson in 1895; later JGR 600 class). Numbered 1 and 2, these were quickly found to be inadequate for needs, and were traded to the Japan Railway (日本鉄道) in exchange for five 0-6-0T tank locomotives (Japan Railway class P3/3, nos. 148-152). Classified 甲1形 by the Gan'etsu Railway and numbered 1 through 5, these had been built by Beyer-Peacock, and became the railway's primary power. One more locomotive was added in 1904, class 甲2形 number 6, built new for the Gan'etsu Railway by Maffei of Germany. This engine was very similar to the Pfalzbahn class T3; differences included the use of Stephenson valve gear on the 甲2 class versus Walschaerts on the T3, as well as the positions of the steam dome and sandbox. After the Gan'etsu Railway was nationalised, the 甲1形 class became JGR Class 1900 numbered 1925-1929, and 甲2形 became JGR Class 2000 number 2000. After nationalisation, the five former Gan'etsu Railway 甲1形 class engines remained stationed at Aizu-Wakamatsu, though the single 甲2形 class was reassigned elsewhere.

Although specific road numbers aren't known, in 1914 there were three Class 500 2-4-2T, two Class 1040 0-6-0T, eight Class 2120 0-6-2T, and one Class 3200 2-6-2T tank locomotives assigned to Aizu-Wakamatsu. Five years later, in 1919 there were three Class 2900 2-6-2T and twelve Class 7700 2-6-0 locomotives assigned; the 7700s were the first tender locomotives known to be assigned to Aizu-Wakamatsu. Class 6700 4-4-0s are also known to have worked in the area, as there is an accident record from 1919 in which 6702 (built by Kisha Seizō in 1911) derailed near Maoroshi that year.

After the opening of the Aizu Line (1926) - 会津線の開通の後 (大正15年)

On 15 October 1926, the first portion of the Aizu Line was opened, from Aizu-Wakamatsu via Nishi-Wakamatsu to Aizu-Bange; the section from Nishi-Wakamatsu to Aizu-Bange would later become part of the Tadami Line, whilst the first section of what would subsequently be known as the Aizu Line was opened on 1 November 1927, from Nishi-Wakamatsu to Kamimiyori.

1929 - 昭和4年

The exact identity of only one locomotive assigned to Aizu-Wakamatsu in 1929 is known - number 968. From the time the Aizu Line was opened, trains were operated by 2120 class engines. By August 1929, three 2900 class engines (2-6-2T) were assigned to Aizu-Wakamatsu for use on the Aizu Line.

31 January 1931 - 昭和6年１月末日

The 2120s classified for mainline use were used on the Aizu Line.

31 March 1935 - 昭和10年3月末日

The Aizu Line was extended from Kamimiyori to Yunokami on 22 December 1932. By 31 March 1935, the single Class 960 had disappeared, and the first C12s made their appearance at Aizu-Wakamatsu. These were delivered new from the factory to Aizu-Wakamatsu specifically for use on the Aizu Line, to replace the 2120s; the first C12s arrived in 1934.

30 April 1938 - 昭和13年4月末日

The Aizu Line reached Aizu-Tajima in 1934, and C12s continued to be the main power on the line, The C56s first showed up in 1936, and were used on Aizu Line passenger trains.

It is interesting to note the assignment of the three KiHa40000 class gasoline railcars to Aizu-Wakamatsu at this time. These arrived to Wakamatsu in November 1936, along with some KiHa41000 class railcars, to be used on a Kitakata ~ Aizu-Bange service; to prevent overheating of the engines on the mountainous Aizu Line, the three 40000s were retrofitted with large, rather awkward radiators at each end on the roof of the car. These trains were discontinued in November 1940.

31 March 1939 - 昭和14年3月末日

On 27 December 1934, the Aizu Line finally reached Aizu-Tajima, which would remain the terminus until after the end of the Pacific War. The first C58s arrived, though they almost certainly did not work the Aizu Line due to their axle load. C12s continued to work Aizu Line freight, whilst C56s hauled the passenger trains.

31 March 1941 - 昭和16年3月末日

C12s greatly increased in number, replacing the C56s which had been transferred away, leaving the C12s to work all Aizu Line trains, both passenger and freight. C58s and 8620s hauled the Ban'etsu West Line passenger trains, and 9600s worked the freights.

31 March 1943 - 昭和18年3月末日

With the last of the 8620s transferred away, more C58s are added; of these, C58 267~273 were built in 1941 (Shōwa 16). Number 267 was transferred to Kamaishi in 1943, but the other six were used until the first half of the Shōwa 20s. The number of 9600s and C12s is also increased, and 2120s reappear. As before, C58s and 9600s worked the Ban'etsu Line, and only C12s operated on the Aizu Line; the two 2120s were used exclusively for shunting at Wakamatsu.

31 January 1944 - 昭和19年1月末日

No changes were made to assignments in the nine months from April 1943 to January 1944, and operational patters remained unchanged as well. There is record of at least one accident, which happened at Oodera (now Bandaimachi) on the Ban'etsu West Line.

1 June 1949 - 昭和24年6月1日

The first C55 made its appearance at Aizu-Wakamatsu, two more coming in September, and another three after that. C10s and C11s arrived, making their debuts on the Aizu Line to work alongside the C12s

1 June 1950 - 昭和25年6月1日

C51s and C55s were assigned - two C51s, C51 53 and 284, and six C55s, C55 15, 18, 47, 48, 49, and 50. However, the time they spent working from Aizu-Wakamatsu was short. C55 15 and 18 came from Aomori in September 1949 (Shōwa 24), and left for Moji in December and October of the following year respectively, and C55 47~50 were also moved to Asahikawa at the same time. The two C51s arrived in 1949 (Shōwa 24) and after a stay of about a year, moved to Morioka. To infer from the usage patterns of the C57s in later years, they were likely used towards Niitsu. Shunters were no longer assigned to Aizu-Wakamatsu yard. Aizu Line trains continued to be operated by C10s, C11s, and C12s, but as always, in the winter, snowploughs were pushed over the line by 8620s, 9600s, or C58s.

1 January 1955 - 昭和30年1月1日

Only one 9600 class remained, with the D50 becoming the flagship power, and the tank locomotive fleet added C10s and C11s to the existing C12s - the significant increase in C11s due to the completion of the Aizu Line to Aizu-Takinohara in 1953. Aizu Line trains continue to be a parade of tank engines - C10s, C11s, and C12s as before.

1 August 1955 - 昭和30年8月1日

The only changes between January and August 1955 were the departure of the last 9600, and the addition of two more D50s, numbers 50 and 56.

1 April 1956 - 昭和31年4月1日

The D50s were still the primary power for the Ban'etsu West Line, and first D51 arrived in Wakamatsu. Four C11s were temporarily assigned for use in pulling materials trains for the construction of the Tagokura Dam on a dedicated line. Meanwhile, most of the C12s were transferred away, and more C11s arrived; by this time, Aizu Line trains were hauled largely by C11s. C10s worked on the Nitchuu Line, and still showed up on the occasional Aizu Line train; at a guess, the C10s were used for passenger trains, and the C11s for freight.

November 1957 - 昭和32年11月

Very few changes from the previous year, although two C11s were assigned and two C12s arrived on loan.

1 February 1959 - 昭和34年1月1日

Although some changes happened in assignments, the situation was mostly the same as it had been two years earlier. Heavy freights between Aizu-Wakamatsu and Kōriyama at this point were often pulled by D60s based at Kōriyama.

April 1959 - 昭和34年4月

The only changes between February and March were the return of the two C12s that had been in on loan, leaving only two at Aizu-Wakamatsu, and the loss of D50 233.

April 1960 - 昭和35年4月

At this time the Aizu-Wakamatsu Traction Division was split in two, becoming the Ban'etsu West Line Management Office, and the Aizu Line Management Office; the former was responsible for trains on the Ban'etsu West Line and the Nitchuu Line, and the latter for trains on the Aizu Line (at that time, both the branches - to Tadami and to Aizu-Takinohara - were considered part of the Aizu Line. This split is helpful, as it makes it clear that Aizu Line trains were hauled by C10s and C11s, and that no C12s worked there.

April 1961 - 昭和36年4月

Apart from the departure of two C12s and the addition of one C11, no changes were made to the Ban'etsu West Line fleet; the Aizu Line fleet lost six C10s, but no changes happened with the C11 fleet.

In 1962 (Shōwa 37), DF50 564~566 were assigned new from Kawasaki Sharyō to Kōriyama, for use exclusively on the "Bandai" express and the "Hibara" semi-express. However, with the electrification of 1967, they were reassigned to Yonago. In the second half of the Shōwa 30s the number of D51s gradually increased, eventually surpassing the D50s.

1 April 1962 - 昭和37年4月1月