Kawagoe

In the Edo period, this system referred to a method of crossing major rivers at important transportation hubs by foot (kachi-goshi), palanquin (rendai), or horse crossing (uma-goshi), instead of building bridges or ferry facilities over those rivers, and also referred to the laborers who were involved in this task. This system was said to have been established as a result of the Edo Shogunate's highly political considerations in the event of an emergency, and was carried out on four rivers along the Tokaido road - Sakawa, Okitsu, Abe, and Oi - and two along the Nakasendo road - Chikuma and Usui. The Oi River was particularly typical, and was also known as the "Sekisho River." In the case of the Oi River, the crossing point was located between the two post stations of Shimada and Kanaya on the Tokaido, and the Kawakaisho was established to handle Kawagoe affairs, with the head of the river village headman, the annual event officer, the head of the shoya, the Kawagoe group's kuchitori, and the machikawagoe. In principle, the crossing took place between 6:00am and 6:00pm, but travelers on urgent business could cross at night, especially those who obtained permission from the post station's wholesaler or the Kawakaisho. The crossing was done by Kawagoe porters in palanquins, on shoulders, or by horseback, and travelers were not allowed to cross the river on their own, but exceptions were made for sumo wrestlers, pilgrims, and non-Japanese. The feudal lords had their own palanquins at the head inns of the post stations, and when they crossed the river, they would ride on the palanquin in their vehicles (palanquins for nobles), carried by 20 to 30 laborers, and let Mizukiri Kawagoe precede them in crossing the river. Ordinary travelers would first buy a river ticket (consisting of an oil ticket and a dai ticket) at the river meeting place to cross. The oil ticket was the wages of one river laborer, and the dai ticket was twice that amount, which was the fee for using the palanquin. In the Oi River, travelers were allowed to cross up to a depth of 4 shaku 5 sun (about 1.4 meters), and anything deeper was prohibited as a river stop, except for the shogunate's Gojo box, which was allowed to cross up to a depth of 5 shaku (about 1.52 meters). When the river was clear, the Gojo box was given priority, followed by the feudal lords and ordinary travelers. This practice was abolished after the Meiji Restoration.

[Yoshinari Maruyama]

"Oi River and its Surroundings" by Jihei Asai (1967, Izumi Publishing)

Source: Shogakukan Encyclopedia Nipponica About Encyclopedia Nipponica Information | Legend

江戸時代、交通の要衝にある大河川に架橋、渡船の設備をせず、徒越(かちごし)（歩渡(かちわたり)）、輦台(れんだい)（蓮台）、馬越(うまごし)などで渡河させた制度、またその業務に従事する人足。この川越は、江戸幕府が一朝事あるときに対する高度の政治的配慮による制度といわれ、東海道では酒匂(さかわ)、興津(おきつ)、安倍(あべ)、大井の4川、中山道(なかせんどう)では千曲(ちくま)、碓氷(うすい)の2川で行われたが、とくに大井川が典型的で、「関所川」ともよばれた。大井川の場合、その越立(こしたて)場所は東海道島田(しまだ)、金谷(かなや)両宿の間に位置し、川越事務を取り扱う川会所が設けられて、川庄屋(しょうや)を筆頭に年行事(としぎょうじ)、小頭(こがしら)、それに川越仲間の口取、待川越などがいた。越立は明け六ツ（午前6時ごろ）から暮れ六ツ（午後6時ごろ）までを原則とするが、急用の旅行者でとくに宿駅の問屋場か川会所の許可を得た者に限り、夜間通行ができた。越立には、川越人足による輦台、肩車、馬越があり、旅行者の自力による渡河（自分越）は認められないが、相撲取(すもうとり)、巡礼、非人などは例外とされた。大名は、宿駅の本陣に専用の輦台を備えていて、越立のときは乗り物（貴人用の駕籠(かご)）のまま輦台に乗り、人足20～30人で担ぎ、水切川越を先行させて渡河した。一般の旅行者は、まず川会所で川札（油札、台札からなる）を買って渡るが、油札は川越人足1人の賃銭で、台札はその2倍の額、輦台の使用料にあたる。大井川では、水深4尺5寸（約1.4メートル）まで旅行者の越立を行い、これ以上を川留(かわどめ)として禁じたが、幕府の御状箱に限り水深5尺（約1.52メートル）までとした。川明(かわあけ)のときは御状箱を優先し、ついで大名、一般旅行者の越立を行った。これが廃止されたのは明治維新後のことである。

［丸山雍成］

『浅井治平著『大井川とその周辺』（1967・いずみ出版）』

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