The Keio Line is a 37.9 km railway line in western Tokyo, owned by the private railway operator Keio Corporation. It connects Shinjuku, with the suburban city of Hachiōji; the Keio Line is part of a network with interchanges and through running to other lines of Keio Corporation: the Keio New Line, Keio Sagamihara Line, the Keibajo Line, the Dobutsuen Line, the Takao Line, the 1,067 mm gauge Keio Inokashira Line. Six different types of limited-stop services are operated on the Keio Line, along with local trains. Destinations are from Shinjuku. English abbreviations are tentative for this article. Keio Liner Reserved-seat supplementary-fare services bound for Hashimoto. From Feb. 22nd, 2019, Keio Liner starts to provide reserved-seat train service from Keio-Hachioji and Hashimoto to Shinjuku in the morning. Morning trains only allow passengers to get on the train except Shinjuku, while evening trains are free about riding after Fuchu. Special Express Most services bound for Takaosanguchi. Semi Special Express Most services bound for Keiō-Hachiōji and Takaosanguchi.
Express Most services run from the Toei Shinjuku Line locally and used as the express on the Sagamihara Line via Chōfu in mornings and evenings. Semi Express Most bound for on the Sagamihara Line; until 2013, these were weekday-only services called "Commuter Rapid". Rapid Most services for Hashimoto and Keiō-Tama-Center on the Sagamihara Line, Takaosanguchi on the Takao Line Local Also known as kakutei for short; until 2001 it was called futsū. All stations are located in Tokyo. Local trains stop at all stations. Legend: ● - all trains stop at this station; the Sasazuka to Fuchu section was double-tracked between 1920 and 1923. The extension to Higashi-Hachiōji was completed by a related company, Gyokunan Electric Railway, in 1925; this electrified line was built to the Japanese standard narrow gauge of 1,067 mm in an attempt to seek a government subsidy, so trains from each railway could not operate on the other's tracks. The subsidy application was rejected on the basis that the line competed with the Japanese Government Railways Chuo Main Line, so the Gyokunan Electric Railway merged with the Keio Electric Railway Co. the line was regauged to 1,372 mm, operation of trains from Shinjuku to Higashi-Hachiōji commenced in 1928.
The Fuchu to Nakagawara and Seiseki-Sakuragaoka to Kitano sections were double-tracked in 1929. In 1963, the Shinjuku underground station, including double-tracking from Sasazuka, commenced service, the overhead line voltage was increased to 1,500 V DC; the Nakagawara to Seiseki-Sakuragaoka section was double-tracked in 1964. The Kitano to Keio-Hachioji section was double-tracked in 1970, the relocation of the terminal station underground was completed in 1989. From the start of the revised timetable introduced on 25 September 2015, Semi Special Express services were to stop at Sasazuka and Chitose-Karasuyama stations, Semi Express services will stop at Sengawa Station; the Keiō Line is infamous for its level crossings, of which the 25 lying on the 7.2-kilometer section between Sasazuka and Sengawa stations are classified by the Tokyo Metropolitan Government Construction Bureau as akazu no fumikiri as they are closed to road traffic for over 40 minutes in an hour. The government has plans to remove these crossings by grade-separating this section of the line by 2022.
Congestion on the Keiō Line is a concern, with trains running as close as 1 minute apart during rush hours. In 2016, Keiō and the Tokyo Metropolitan Government Construction Bureau proposed that the section between Sasazuka and Chofu be widened to quadruple-track to reduce the effects caused by the present bunching on the existing double-tracked line; this article incorporates material from the corresponding article in the Japanese Wikipedia. Keio Corporation website Keio Corporation website
Keio Sagamihara Line
The Keio Sagamihara Line is a Japanese railway line operated by the private railway operator Keio Corporation, connecting Hashimoto Station in Sagamihara, Kanagawa Prefecture and Chōfu Station in Chōfu, Tokyo. Rapid and Semi express services stop at all stations on this line. Notes: The line opened as a one-stop single-track spur from Chōfu to Keio-Tamagawa on June 1, 1916, electrified at 600 V DC, was double-tracked on April 1, 1924. On May 1, 1937, Tamagawara was renamed Keiō-Tamagawa, on August 4, 1963, the voltage was increased to 1,500 V DC; the line was extended on April 1971, to Keiō-Yomiuri-Land. Subsequent extensions brought the line to Minami-Ōsawa and Hashimoto. Tamasakai station opened on April 6, 1991. In 2012, the Chofu to Tamagawahara section was relocated underground. List of railway lines in Japan This article incorporates material from the corresponding article in the Japanese Wikipedia. Keio Corporation
A monorail is a railway in which the track consists of a single rail or a beam. The term is used to describe the beam of the system, or the trains traveling on such a beam or track; the term originates from joining "mono" and "rail", from 1897 from German engineer Eugen Langen, who called an elevated railway system with wagons suspended the Eugen Langen One-railed Suspension Tramway. Colloquially, the term "monorail" is used to describe any form of elevated rail or people mover. More the term refers to the style of track, not its elevation, with'Mono' meaning'one', and'Rail' meaning'rail'. Monorails have found applications in airport medium capacity metros. To differentiate monorails from other transport modes, the Monorail Society defines a monorail as a "single rail serving as a track for passenger or freight vehicles. In most cases rail is elevated, but monorails can run at grade, below grade or in subway tunnels. Vehicles either straddle a narrow guide way. Monorail vehicles are wider than the guide way that supports them.”
Monorails are elevated, sometimes leading to confusion with other elevated systems such as the Docklands Light Railway, Vancouver SkyTrain and the AirTrain JFK, which run on two rails. Monorail vehicles appear similar to light rail vehicles, can be manned or unmanned, they can be individual rigid vehicles, articulated single units, or multiple units coupled into trains. Like other advanced rapid transit systems, monorails can be driven by linear induction motors. Unlike some trams and light rail systems, modern monorails are always separated from other traffic and pedestrians, they are both guided and supported via interaction with the same single beam, in contrast to other guided systems like rubber-tyred metros, the Sapporo Municipal Subway. Monorails do not use pantographs. From the passenger's perspective, monorails can have some advantages over trains and automobiles; as with other grade-separated transit systems, monorails avoid red lights, intersection turns, traffic jams. Surface-level trains, buses and pedestrians can collide each one with the other, while vehicles on dedicated, grade-separated rights-of-way such as monorails can collide only with other vehicles on the same system, with much fewer opportunities for collision.
As with other elevated transit systems, monorail passengers enjoy sunlight and views and by watching for familiar landmarks, they can know better when to get off to reach their destinations. As with other systems and noisy ventilation systems are not necessary if the cars have traditional windows that can be opened by passengers. Monorails can be quieter than diesel trains, they obtain electricity from the track structure, eliminating costly and, to many people, unsightly overhead power lines and poles. Compared to the elevated train systems of New York and elsewhere, a monorail beamway casts a narrow shadow. Under the Monorail Society's beam-width criterion, but not all, maglev systems are considered monorails, such as the Transrapid and Linimo. Maglevs differ from other monorails; the first monorail prototype was made in Russia in 1820 by Ivan Elmanov. Attempts at creating monorail alternatives to conventional railways have been made since the early part of the 19th century; the Centennial Monorail was featured at the Centennial Exposition in Philadelphia in 1876.
Around 1879 a "one-rail" system was proposed independently by Haddon and by Stringfellow, which used an inverted "V" rail. It was intended for military use, but was seen to have civilian use as a "cheap railway." The Boynton Bicycle Railroad was a steam-powered monorail in Brooklyn on New York. It ran on a single load-bearing rail at ground level, but with a wooden overhead stabilising rail engaged by a pair of horizontally opposed wheels; the railway operated for only two years beginning in 1890. The Hotchkiss Bicycle Railroad was a monorail; the first example was built between Smithville and Mount Holly, New Jersey, in 1892. It closed in 1897. Other examples were built in Norfolk from 1895 to 1909, Great Yarmouth, Blackpool, UK from 1896. Early designs used a double-flanged single metal rail alternative to the double rail of conventional railways, both guiding and supporting the monorail car. A surviving suspended version is the oldest still in service system: the Wuppertal monorail in Germany.
In the early 1900s, Gyro monorails with cars gyroscopically balanced on top of a single rail were tested, but never developed beyond the prototype stage. The Ewing System, used in the Patiala State Monorail Trainways in Punjab, relies on a hybrid model with a load-bearing single rail and an external wheel for balance. One of the first systems put into practical use was that of French engineer Charles Larigue, who built a line between Ballybunion and Listowel in Ireland, opened in 1888 and closed in 1924, it uses a load-bearing single rail and two lower, external rails for balance, the three carried on triangular supports. The first monorail locomotive was a 0-3-0 steam locomotive. A highspeed monorail using the Lartigue system was proposed in 1901 between Liverpool and Manchester. In 1910, the Brennan gyroscopic monorail was considered for use to a coal mine in Alaska. In June 1920, t
Tamagawa-Jōsui Station is a railway station in Tachikawa, Japan, operated by the private railway operator Seibu Railway, a monorail station operated by the Tokyo Tama Intercity Monorail in Higashiyamato, Japan. The two stations are adjacent to, at right angles to one another, with the border between the two cities passing in between the stations; the names of the stations are identical in Japanese, but are transliterated different in romaji such that the Seibu Station is Tamagawa-Jōsui Station, whereas the Tokyo Tama Intercity Monorail is Tamagawajosui Station. Tamagawa-Jōsui Station is served by the Seibu Haijima Line, is 7.2 kilometers from the terminus of that line at Kodaira Station. The monorail station is served by the Tama Toshi Monorail Line and is 1.5 kilometers from the terminus of the line at Kamikitadai Station The Seibu station consists of two island platforms served by three tracks. In between the two island platforms, there is a single track; the elevated station consists of two side platforms served by two tracks.
The Seibu station opened on May 15, 1950. The Tama Toshi Monorail station opened on November 27, 1998. An enclosed waiting room was built on the Haijima Line platform in November 2007. In celebration of the 10th service anniversary of the Seibu 30000 series "Smile Train" as well as Gudetama's 5th birthday, one of its 30000 series trains, the station's signboards and waiting areas will adopt the "Gudetama" theme beginning March 2018. In fiscal 2013, the Seibu station was the 23rd busiest on the Seibu network with an average of 40,393 passengers daily; the passenger figures for the Seibu station for previous years are as shown below. The station area is a mix of commercial buildings. Tamagawa-Jōsui, the source waterway of the Tama River, flows to the south of the station; the Risshō Kōsei Kai Kōsei cemetery is a short walk northwest. The former Yamato Air Station, used by the U. S forces. A commemorative monument for the base is located a short distance from the station's east exits. Tamagawa Aqueduct Tamagawa-Jōsui Station information Tamagawa-Jōsui Station information
The Nambu Line is a Japanese railway line which connects Tachikawa Station in Tachikawa and Kawasaki Station in Kawasaki, Kanagawa. For most of its length, it parallels the Tama River, the natural border between Tokyo and Kanagawa prefectures, it lies along the Tama Hills. It is part of the East Japan Railway Company network; the line forms part of what JR East refers to as the "Tokyo Mega Loop" around Tokyo, consisting of the Keiyo Line, Musashino Line, Nambu Line, Yokohama Line. The name refers to the southern part of the ancient province of Musashi, through which the Nambu Line runs. Operators, distances: Total: 45.0 km Passenger: 39.6 km Freight: 39.4 km East Japan Railway Company Kawasaki – Tachikawa: 35.5 km Shitte – Hama-Kawasaki: 4.1 km Shitte – Shin-Tsurumi Signal Station – Tsurumi: 5.4 km Japan Freight Railway Company Shitte – Tachikawa: 33.8 km Shitte – Hama-Kawasaki: 4.1 km Shitte – Shin-Tsurumi Signal Station: 1.5 km Stations: 29 Main line: 26 Branch line: 3 Double-tracking: Kawasaki – Tachikawa Railway signalling: Automatic Block System "Rapid" service trains do not stop at Shitte, Yakō, Mukaigawara, Kuji, Nakanoshima, or Yanokuchi.
All other trains except for some seasonal services are "Local" services, stopping at all stations. From the start of the revised timetable introduced on March 14, 2015, "Rapid" services will no longer stop at Minami-Tama, Yaho, Yagawa, or Nishi-Kunitachi. All stations are located in Kanagawa Prefecture. Trains can pass each other only at Kawasaki-Shinmachi; the "Shitte crossover" connects Shitte Station and Shin-Tsurumi Yard on the Tōkaidō Main Line and the Musashino Line. Freight trains operating between Tokyo Freight Terminal and northern Japan operate on both branch lines; as of 1 October 2016 the following fleet of electric multiple unit trains is used on Nambu Line services, with all trainsets based at Nakahara Depot. 205-1000 series 3 x 2-car EMUs E233-8000 series 35 x 6-car EMUs E233-8500 series 1 x 6-car EMU From 15 March 2017, the last remaining 209 series trainset, set 53, was replaced by a six-car Ome Line and Itsukaichi Line E233-0 series set 670 modified and renumbered to become E233-8500 series set N36.
72/73 series 4/6-car EMUs 101 series 4/6-car EMUs 103 series 6-car EMUs 101 series 2-car EMUs 205-0 series 6-car EMUs from 205-1200 series 6-car EMUs 209-0 series 6-car EMUs 209-2200 series 6-car EMUs The private Nambu Railway opened the line in five stages between 1927 and 1930: March 27, 1927: Kawasaki – Noborito November 1, 1927: Noborito – Ōmaru December 11, 1928: Ōmaru – Bubaigawara December 11, 1929: Bubaigawara – Tachikawa March 25, 1930: Shitte – Hama-KawasakiPassenger trains utilised electric multiple units from the beginning. Freight consisted of gravel hauled from the Tama River; when the railway reached Tachikawa and made connection with the Ōme Electric Railway, limestone became one of the main freight commodities. The railway was controlled by Asano zaibatsu, which enabled the transport of limestone from its own quarry in Western Tokyo to its cement plant in Kawasaki without using the government railways. On April 1, 1944, the railway was nationalised by the imperial government and became the Nambu Line of Japanese Government Railways.
After the end of World War II, there were several calls for the privatisation of the line, but the line remained a part of the Japanese National Railways until its privatization in 1987. The postwar growth of the Tokyo urban area resulted in the conversion of most of the farmlands along the Nambu Line into residential areas and increased the passenger traffic on the line. Freight traffic reduced after the opening of the Musashino Line in 1976 and the discontinuance of the limestone freight in 1998, except for the Nambu Branchline, which remains a major freight route. Limited-stop "Rapid" services between Kawasaki and Noborito with stops at Musashi-Kosugi and Musashi-Mizonokuchi started on December 15, 1969, but were discontinued by the timetable revision on October 2, 1978. After 33 years, Rapid services between Kawasaki and Tachikawa with more stops started on April 9, 2011, postponed from the scheduled March 12 due to the 2011 Tōhoku earthquake and tsunami. List of railway lines in Japan Stations of the Nambu Line
Tokyo Tokyo Metropolis, one of the 47 prefectures of Japan, has served as the Japanese capital since 1869. As of 2018, the Greater Tokyo Area ranked as the most populous metropolitan area in the world; the urban area houses the seat of the Emperor of Japan, of the Japanese government and of the National Diet. Tokyo forms part of the Kantō region on the southeastern side of Japan's main island and includes the Izu Islands and Ogasawara Islands. Tokyo was named Edo when Shōgun Tokugawa Ieyasu made the city his headquarters in 1603, it became the capital after Emperor Meiji moved his seat to the city from Kyoto in 1868. Tokyo Metropolis formed in 1943 from the merger of the former Tokyo Prefecture and the city of Tokyo. Tokyo is referred to as a city but is known and governed as a "metropolitan prefecture", which differs from and combines elements of a city and a prefecture, a characteristic unique to Tokyo; the 23 Special Wards of Tokyo were Tokyo City. On July 1, 1943, it merged with Tokyo Prefecture and became Tokyo Metropolis with an additional 26 municipalities in the western part of the prefecture, the Izu islands and Ogasawara islands south of Tokyo.
The population of the special wards is over 9 million people, with the total population of Tokyo Metropolis exceeding 13.8 million. The prefecture is part of the world's most populous metropolitan area called the Greater Tokyo Area with over 38 million people and the world's largest urban agglomeration economy; as of 2011, Tokyo hosted 51 of the Fortune Global 500 companies, the highest number of any city in the world at that time. Tokyo ranked third in the International Financial Centres Development Index; the city is home to various television networks such as Fuji TV, Tokyo MX, TV Tokyo, TV Asahi, Nippon Television, NHK and the Tokyo Broadcasting System. Tokyo third in the Global Cities Index; the GaWC's 2018 inventory classified Tokyo as an alpha+ world city – and as of 2014 TripAdvisor's World City Survey ranked Tokyo first in its "Best overall experience" category. As of 2018 Tokyo ranked as the 2nd-most expensive city for expatriates, according to the Mercer consulting firm, and the world's 11th-most expensive city according to the Economist Intelligence Unit's cost-of-living survey.
In 2015, Tokyo was named the Most Liveable City in the world by the magazine Monocle. The Michelin Guide has awarded Tokyo by far the most Michelin stars of any city in the world. Tokyo was ranked first out of all sixty cities in the 2017 Safe Cities Index; the QS Best Student Cities ranked Tokyo as the 3rd-best city in the world to be a university student in 2016 and 2nd in 2018. Tokyo hosted the 1964 Summer Olympics, the 1979 G-7 summit, the 1986 G-7 summit, the 1993 G-7 summit, will host the 2019 Rugby World Cup, the 2020 Summer Olympics and the 2020 Summer Paralympics. Tokyo was known as Edo, which means "estuary", its name was changed to Tokyo when it became the imperial capital with the arrival of Emperor Meiji in 1868, in line with the East Asian tradition of including the word capital in the name of the capital city. During the early Meiji period, the city was called "Tōkei", an alternative pronunciation for the same characters representing "Tokyo", making it a kanji homograph; some surviving official English documents use the spelling "Tokei".
The name Tokyo was first suggested in 1813 in the book Kondō Hisaku, written by Satō Nobuhiro. When Ōkubo Toshimichi proposed the renaming to the government during the Meiji Restoration, according to Oda Kanshi, he got the idea from that book. Tokyo was a small fishing village named Edo, in what was part of the old Musashi Province. Edo was first fortified in the late twelfth century. In 1457, Ōta Dōkan built Edo Castle. In 1590, Tokugawa Ieyasu was transferred from Mikawa Province to Kantō region; when he became shōgun in 1603, Edo became the center of his ruling. During the subsequent Edo period, Edo grew into one of the largest cities in the world with a population topping one million by the 18th century, but Edo was Tokugawa's home and was not capital of Japan. The Emperor himself lived in Kyoto from 794 to 1868 as capital of Japan. During the Edo era, the city enjoyed a prolonged period of peace known as the Pax Tokugawa, in the presence of such peace, Edo adopted a stringent policy of seclusion, which helped to perpetuate the lack of any serious military threat to the city.
The absence of war-inflicted devastation allowed Edo to devote the majority of its resources to rebuilding in the wake of the consistent fires and other devastating natural disasters that plagued the city. However, this prolonged period of seclusion came to an end with the arrival of American Commodore Matthew C. Perry in 1853. Commodore Perry forced the opening of the ports of Shimoda and Hakodate, leading to an increase in the demand for new foreign goods and subsequently a severe rise in inflation. Social unrest mounted in the wake of these higher prices and culminated in widespread rebellions and demonstrations in the form of the "smashing" of rice establishments. Meanwhile, supporters of the Meiji Emperor leveraged the disruption that t
Tama-Dōbutsukōen Station is a railway and monorail station jointly operated by the private railway operator Keio Corporation and the Tama Toshi Monorail. The station is next to Tama Zoo. Tama-Dōbutsukōen Station is served by the 2.0 km Keiō Dōbutsuen Line branch from Takahatafudo on the Keio Line, by the Tama Toshi Monorail Line from Kamikitadai to Tama Center. The Keio station has one bay platforms serving two tracks. Tama-Dōbutsukōen Station is a raised station with two tracks and two opposed side platforms, with the station building located underneath, it is a standardized station building for this monorail line. The Keio station opened on 29 April 1964; the Tama Toshi Monorail station opened on 10 January 2000. In fiscal 2011, the Keio station was used by an average of 5,958 passengers daily. In fiscal 2011, the Tama Monorail station was used by average of 1,074 passengers daily; the Keio Rail-Land railway museum is located adjacent to this station. Keio station information Tama Monorail Station Information