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75-553: The name 'Keio' ( 京王 ) is derived from taking one character each from the places through which the railway runs: Tokyo ( 東 京 ) and Hachiōji ( 八 王 子 ) . [REDACTED] The Keio network is based around the central Keiō Line , 37.9 km (23.5 mi), 32 stations. The Keio Inokashira Line does not share track with the Keio Main Line. It intersects with the Keio Line at Meidaimae Station . The company's earliest predecessor

150-439: A "◇" symbol for which trains make special seasonal stops: The Shinjuku to Chōfu section opened in 1913 as a 1,372 mm ( 4 ft 6 in ) gauge interurban line electrified at 600 V DC, and was progressively extended in both directions so that the line connected Shinjuku and Fuchu in 1916. The Sasazuka to Fuchu section was double-tracked between 1920 and 1923. The extension to Higashi-Hachiōji (now Keiō-Hachiōji)

225-467: A boom in agriculture which lasted through the First World War , but transportation in rural areas was inadequate. Conventional steam railroads made limited stops, mostly in towns. These were supplemented by horse and buggies and steamboats , both of which were slow and the latter of which were restricted to navigable rivers. The increased capacity and profitability of the city street railroads offered

300-432: A fleet of five new ten-car 5000 series EMUs was introduced on 29 September 2017, ahead of the start of new evening reserved-seat commuter services from Shinjuku in spring 2018. Kei%C5%8D Line The Keiō Line ( 京王線 , Keiō-sen ) is a 37.9-kilometer (23.5 mi) railway line in western Tokyo , Japan, owned by the private railway operator Keiō Corporation . It connects Shinjuku , Tokyo , with

375-555: A progressive loss of their initial passenger service over the years. In 1905, the United States Census Bureau defined an interurban as "a street railway having more than half its trackage outside municipal limits." It drew a distinction between "interurban" and "suburban" railroads. A suburban system was oriented toward a city center in a single urban area and served commuter traffic . A regular railroad moved riders from one city center to another city center and also moved

450-498: A small part of their extensive business empires, which often include real estate, hotels and resorts, and tourist attractions. For example, the Keikyu network has changed unrecognizably from its early days, operating Limited Express services at up to 120 kilometres per hour (75 mph) to compete with JR trains, and inter-operating with subway and Keisei Electric Railway trains on through runs extending up to 200 kilometres (120 mi);

525-436: A substantial amount of freight. The typical interurban similarly served more than one city, but it served a smaller region and made more frequent stops, and it was oriented to passenger rather than freight service. The development of interurbans in the late nineteenth century resulted from the convergence of two trends: improvements in electric traction, and an untapped demand for transportation in rural areas, particularly in

600-578: A term encompassed the companies, their infrastructure, their cars that ran on the rails, and their service. In the United States, the early 1900s interurban was a valuable economic institution, when most roads between towns, many town streets were unpaved, and transportation and haulage was by horse-drawn carriages and carts. The interurban provided reliable transportation, particularly in winter weather, between towns and countryside. In 1915, 15,500 miles (24,900 km) of interurban railways were operating in

675-544: Is a type of electric railway , with tram -like electric self-propelled railcars which run within and between cities or towns. The term "interurban" is usually used in North America, with other terms used outside it. They were very prevalent in many parts of the world before the Second World War and were used primarily for passenger travel between cities and their surrounding suburban and rural communities. Interurban as

750-480: Is necessarily blurry. Some town streetcar lines evolved into interurban systems by extending streetcar track from town into the countryside to link adjacent towns together and sometimes by the acquisition of a nearby interurban system. Following initial construction, there was a large amount of consolidation of lines. Other interurban lines effectively became light rail systems with no street running whatsoever, or they became primarily freight-hauling railroads because of

825-620: Is now owned by the state of Indiana and uses mainline-sized electric multiple units . Its last section of street running, in Michigan City, Indiana , was finally closed in 2022 for conversion to a grade-separated double-track line. SEPTA operates two former Philadelphia Suburban lines: the Norristown High Speed Line (Route 100) as an interurban heavy rail line, and the Media–Sharon Hill Line (Routes 101 and 102) as

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900-625: The Badner Bahn , operates a classic interurban passenger service, in addition to some freight services. Some interurban lines survive today a local railways in Upper Austria are such as the Linzer Lokalbahn , Lokalbahn Vöcklamarkt–Attersee and Lokalbahn Lambach–Vorchdorf-Eggenberg . While others operate as extension of as local city tramways such as the Traunseebahn which is now connected to

975-506: The Gmunden Tramway . Today, two surviving interurban networks descending from the vicinal tramways exist in Belgium. The famous Belgian Coast Tram , built in 1885, traverses the entire Belgian coastline and, at a length of 68 kilometres (42 mi), which is the longest tram line in the world. The Charleroi Metro is a never fully completed pre-metro network upgraded and developed from

1050-511: The Hardt Railway . Other examples include: Milan operates one remaining interurban tramway to Limbiate with another interurban route to Carate Brianza / Giussano suspended since 2011. These two lines were once part of large network of interurbans surrounding Milan that were gradually closed in the 1970s. In Japan, the vast majority of the major sixteen private railways have roots as interurban electric railway lines that were inspired by

1125-730: The Japan Railways Group along highly congested corridors is a hallmark of suburban railway operations in Japan. For example, on the Osaka to Kobe corridor, JR West competes intensely with both Hankyu Kobe Line and Hanshin Main Line trains in terms of speed, convenience and comfort. However, a number of urban lines in Japan did close as late as the 2000s, with networks in Kitakyushu and Gifu being shut down. Between Vienna and Baden bei Wien

1200-639: The Japanese National Railways network at the time. The (former JNR) Hanwa Line was a wartime acquisition from Nankai, operating 'Super Express' trains on the line at an average speed of 81.6 kilometres per hour (50.7 mph), a national record at the time. The old Sendai station terminus of the Miyagi Electric Railway (the predecessor of the JR Senseki Line ) was situated in a short single-track underground tunnel built in 1925; this

1275-966: The Long Beach Line in Long Beach and Los Angeles, California (this was the last remaining part of the Pacific Electric system). The Long Beach Line was cut in 1961, the North Shore Line in 1963; the Philadelphia Suburban's route 103 and the NYS&;W in New Jersey both ended passenger service in 1966. Today, only the South Shore Line, Norristown High Speed Line (SEPTA Route 100), and SEPTA Routes 101/102 remain. Some former interurban lines retained freight service for up to several decades after

1350-570: The Low Countries , Poland and Japan , where populations are densely packed around large conurbations such as the Randstad , Upper Silesia , Greater Tokyo Area and Keihanshin . Switzerland, particularly, has a large network of mountain narrow-gauge interurban lines. In addition, since the early 21st century many tram-train lines are being built, especially in France and Germany but also elsewhere in

1425-819: The Meitetsu opened their first interurban lines in 1912, what today form parts of the Meitetsu Inuyama Line and Tsushima Line . In 1913, the first section of what will become the Keiō Line opened connecting Chōfu to just outside Shinjuku with street running on what is today the Kōshū Kaidō or National Route 20 . Kyushu Electric Railroad, predecessor to Nishitetsu opened its first interurban line in 1914 serving Kitakyushu and surrounding areas, taking heavy inspiration from Hanshin Electric Railway . The fortunes of

1500-542: The Midwestern United States . The 1880s saw the first successful deployments of electric traction in streetcar systems. Most of these built on the pioneering work of Frank J. Sprague , who developed an improved method for mounting an electric traction motor and using a trolley pole for pickup. Sprague's work led to widespread acceptance of electric traction for streetcar operations and end of horse-drawn trams. The late nineteenth-century United States witnessed

1575-617: The Odakyu Electric Railway , and in 1942 the combined companies were merged by government order into Tōkyō Kyūkō Dentetsu ( 東京急行電鉄 ) (now Tokyu Corporation ). In 1947, the shareholders of Tokyu voted to spin off the Keio and Inokashira lines into a new company, Keiō Teito Electric Railway ( 京王帝都電鉄 ) . The Teito name was dropped in 1998 in favor of Keio Electric Railway ( 京王電鉄 , Keiō Dentetsu ) , though "KTR" placards and insignia can still be seen occasionally. The company's English name

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1650-580: The 1970s, the remaining interurban tramways have enjoyed somewhat of a renaissance in the form of the Sneltram , a modern light rail system that uses high floor, metro-style vehicles and could interoperate into metro networks. Various other interurbans in Europe were folded into local municipal tramway or light rail systems. Switzerland retained many of its interurban lines which now operate as tramways, local railways, S-Bahn, or tram-trains. Milan's vast interurban network

1725-699: The 25 lying on the 7.2-kilometer (4.5 mi) 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. Congestion on the Keiō Line is also a concern, with trains often running as close as 1 minute apart during rush hours. In 2016, Keiō and the Tokyo Metropolitan Government Construction Bureau proposed that

1800-574: The Fuchū – Hachiōji section was originally laid in 1,067 mm gauge by the Gyokunan Electric Railway ( 玉南電気鉄道 ) ; it was later changed to match the rest of the line's 1,372 mm gauge. The Inokashira Line began operating in 1933 as a completely separate company, Teito Electric Railway ( 帝都電鉄 ) . This company had also planned to link Ōimachi with Suzaki (now Kōtō ward), though this never materialized. In 1940, Teito merged with

1875-498: The Gyokunan Electric Railway merged with the Keiō Electric Railway Co., the line was regauged to 1,372 mm, and 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 original terminus at Shinjuku and the streetrunning section on what is today Japan National Route 20 towards Sasazuka Station

1950-470: The Keiō Line and Keiō Sagamihara Line has been a source of congestion in the entire Keiō network for years. Keiō has reconfigured the station and put the entire junction and Chofu Station underground to improve operations and separate traffic between the two lines. The underground section of the Keiō around Chofu Station to Kokuryo was completed in 2012. The Keiō Line is infamous for its level crossings , of which

2025-469: The Keiō Line, along with local trains. Destinations are from Shinjuku unless otherwise indicated. English abbreviations are tentative for this article. Legend: ● - all trains stop at this station ◇ - trains stop at this station during special events ▲ - Shinjuku-bound trains stop to pick up passengers ｜- all trains pass R - Rapid; SeE - Semi Express; E - Express; SpE - Special Express; KL - Keiō Liner; MT - Mt.TAKAO Events at stations marked with

2100-589: The Netherlands a line from The Hague to Delft. Which opened as horse-tramway in 1866. Nowadays the line operates as Line 1 of The Hague Tramway . Line E, run by Randstadrail , was an interurban line connecting Rotterdam to The Hague and in the past also to Scheveningen. It now interoperates with the Rotterdam Metro . A large interurban network called the Silesian Interurbans still exists today connecting

2175-564: The Netherlands in earnest with the founding of the Tramweg Stichting (Tramway Foundation). Many systems, such as the Hague tramway and the Rotterdam tramway , included long interurban extensions which were operated with larger, higher-speed cars. In close parallel to North America, many systems were abandoned from the 1950s after tram companies switched to buses. Instigated by the oil crisis in

2250-454: The US during their heyday. While most interurbans in Japan have been upgraded beyond recognition to high-capacity urban railways, a handful have remained relatively untouched, with street running and using 'lighter-rail' stock. To this day they retain a distinct character similar to classic American interurbans. These include: The only surviving interurban line is also the oldest regional tramway in

2325-739: The US. But instead of demolishing their trackage in the 1930s, many Japanese interurbans companies upgraded their networks to heavy rail standards, becoming today's large private railways. To this day, private railway companies in Japan operate as highly influential business empires with diverse business interests, encompassing department stores, property developments and even tourist resorts. Many Japanese private railway companies compete with each other for passengers, operate department stores at their city termini, develop suburban properties adjacent to stations they own, and run special tourist attractions with admission included in package deals with rail tickets; similar to operations of large interurban companies in

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2400-447: The United States and, for a few years, interurban railways, including the numerous manufacturers of cars and equipment, were the fifth-largest industry in the country. But due to preference given to automobiles, by 1930, most interurbans in North America had stopped operating. A few survived into the 1950s. Outside of the US, other countries built large networks of high-speed electric tramways that survive today. Notable systems exist in

2475-454: The United States, particularly in the states of Indiana, Ohio, Pennsylvania, Illinois, Iowa, Utah, and California. In 1900, 2,107 miles (3,391 km) of interurban track existed, but by 1916, this had increased to 15,580 miles (25,070 km), a seven-fold expansion. At one point in time beginning in 1901, it was possible to travel from Elkhart Lake, Wisconsin , to Little Falls, New York , exclusively by interurban. During this expansion, in

2550-514: The border of the neighbouring City of Mississauga , unlike other Toronto radial lines which were all abandoned outside of the 1960s boundary of the City of Toronto . In Germany various networks have continued to operate. Karlsruhe revitalized the interurban concept into the Karlsruhe model by renovating two local railways Alb Valley Railway , which already had interoperability with local tram trackage, and

2625-519: The country's railway infrastructure and cater to the post-war baby boom. The companies continued their policies of improvement they had followed before the war; lines were reconstructed to allow higher speeds, mainline-sized trains were adopted, street-running sections were rebuilt to elevated or underground rights-of-way, and link lines to growing metro systems were built to allow for through operations. Many of these private railway companies started to adopt standards for full-blown heavy rail lines similar to

2700-610: The dense vicinal tramway network around the city. Similar to the United States, in Canada most passenger interurbans were removed by the 1950s. One example of continuous passenger service still exists today, the Toronto Transit Commission 501 Queen streetcar line. The western segment of the 501 Streetcar operates largely on what was the T&;YRR Port Credit Radial Line, a radial line that remains intact through Etobicoke and up to

2775-481: The discontinuance of passenger service. Most were converted to diesel operation, although the Sacramento Northern Railway retained electric freight until 1965. After World War II , many interurbans in other countries were also cut back. In Belgium, as intercity transport shifted to cars and buses; the large sections of the vicinal tramways were gradually shut down by the 1980s. At their peak in 1945,

2850-503: The early 1900s with some assistance from Thomas Edison . By the 1930s a vast network of interurbans, the Società Trazione Elettrica Lombarda , connected Milan with surrounding towns. In the first half of the 20th century, an extensive tramway network covered Northern England , centered on South Lancashire and West Yorkshire . At that time, it was possible to travel entirely by tram from Liverpool Pier Head to

2925-722: The east at 339 miles (546 km) and had provided Pittsburgh-area coal country towns with hourly transportation since 1888. By the 1960s only five remaining interurban lines served commuters in three major metropolitan areas: the North Shore Line and the South Shore Line in Chicago, the Philadelphia Suburban Transportation Company, the New York, Susquehanna and Western Railway in northern New Jersey, and

3000-538: The industry in the US and Canada declined during World War I , particularly into the early 1920s. In 1919 President Woodrow Wilson created the Federal Electric Railways Commission to investigate the financial problems of the industry. The commission submitted its final report to the President in 1920. The commission's report focused on financial management problems and external economic pressures on

3075-522: The industry, and recommended against introducing public financing for the interurban industry. One of the commission's consultants, however, published an independent report stating that private ownership of electric railways had been a failure, and only public ownership would keep the interurbans in business. Many interurbans had been hastily constructed without realistic projections of income and expenses. They were initially financed by issuing stock and selling bonds. The sale of these financial instruments

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3150-650: The interurban whose private tax paying tracks could never compete with the highways that a generous government provided for the motorist." William D. Middleton , in the opening of his 1961 book The Interurban Era , wrote: "Evolved from the urban streetcar, the Interurban appeared shortly before the dawn of the 20th century, grew to a vast network of over 18,000 miles in two decades of excellent growth, and then all but vanished after barely three decades of usefulness." Interurban business increased during World War II due to fuel oil rationing and large wartime employment. When

3225-493: The interurbans were the fifth-largest industry in the United States. In Belgium , a sprawling, nation-wide system of narrow-gauge vicinal tramways have been built by the NMVB / SNCV to provide transport to smaller towns across the country; the first section opened in 1885. These lines were either electrically operated or run with diesel tramcars, included numerous street-running sections, and inter-operated with local tram networks in

3300-448: The larger cities. Similar to Belgium, Netherlands constructed a large network of interurbans in the early 1900s called streektramlijnen . In Silesia, today Poland, an extensive interurban system was constructed, starting in 1894 with a narrow-gauge line connecting Gliwice with Piekary Śląskie through Zabrze , Chebzie , Chorzów and Bytom , another connected Katowice and Siemianowice . After four years, in 1898, Kramer & Co.

3375-598: The line was legally defined as a tramway and included street running at the two ends, but was based on American interurbans and operated with large tramcars on mostly private right-of-way. In the same year, the Keihin Express Railway , or Keikyu, completed a section of what is today part of the Keikyū Main Line between Shinagawa , Tokyo and Kanagawa , Yokohama . This line competes with mainline Japanese National Railways on this busy corridor. Predecessors of

3450-638: The long Cincinnati & Lake Erie Railroad (C&LE), and in Indiana with the very widespread Indiana Railroad . Both had limited success up to 1937–1938 and primarily earned growing revenues from freight rather than passengers. The 130-mile (210 km) long Sacramento Northern Railway stopped carrying passengers in 1940 but continued hauling freight into the 1960s by using heavy electric locomotives. Oliver Jensen, author of American Heritage History of Railroads in America , commented that "...the automobile doomed

3525-526: The mileage of vicinal tramways reached 4,811 kilometres (2,989 mi) and exceeded the length of the national railway network. Sprawling tram networks in the Netherlands extended to neighbouring cities. The vast majority of these lines were not electrified and operated with steam and sometimes petrol or diesel tramcars. Many did not survive the 1920s and 30s for the same reasons American interurbans went bust, but those that did were put back into service during

3600-591: The mountain spa resort of Hakone. Many private lines were nationalised during the Second World War. The handful that remained in the hands of JNR after the end of the war – including the Hanwa Line, Senseki Line and the Iida Line  – remain outliers on the national JR network, with short station distances, (in the case of the Iida Line) lower-grade infrastructure, and independent termini (such as Aobadori Station and

3675-495: The national rail network, and, like JR commuter routes, are operated as 'metro-style' commuter railways with mainline-sized vehicles and metro-like frequencies of very few minutes. In 1957, the Odakyu Electric Railway introduced the Odakyu 3000 series SE , the first in a line of luxurious tourist Limited Express trains named ' Romancecars '. These units set a narrow-gauge speed record of 145 kilometres per hour (90 mph) on its runs to

3750-540: The original narrow gauge network was converted to standard, which allowed a connection with the new system in Sosnowiec. By 1931, 47,5% of the narrow-gauge network was reconstructed, with 20 kilometres (12 mi) of new standard-gauge track built. A large network of interurbans started developing around Milan in the late 1800s; they were originally drawn by horses and later powered as steam trams. These initial interurban lines were gradually upgraded with electric traction in

3825-606: The possibility of extending them into the countryside to reach new markets, even linking to other towns. The first interurban to emerge in the United States was the Newark and Granville Street Railway in Ohio, which opened in 1889. It was not a major success, but others followed. The development of the automobile was then in its infancy, and to many investors interurbans appeared to be the future of local transportation. From 1900 to 1916, large networks of interurban lines were constructed across

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3900-588: The quadruple-tracking of the corridor until the bifurcation of the Keiō New Line. The design of Chofu Station after the completion of the undergrounding works in 2012 allows for the inclusion of another set of underground express tracks in the future. This article incorporates material from the corresponding article in the Japanese Misplaced Pages. Interurban The interurban (or radial railway in Canada)

3975-513: The rail business altogether ran afoul of state commissions which required that trains remain running "for the public good", even at a loss. Many financially weak interurbans did not survive the prosperous 1920s, and most others went bankrupt during the Great Depression . A few struggling lines tried combining to form much larger systems in an attempt to gain operating efficiency and a broader customer base. This occurred in Ohio in year 1930 with

4050-423: The regions where they operated, particularly in Ohio and Indiana, "...they almost destroyed the local passenger service of the steam railroad." To show how exceptionally busy the interurbans radiating from Indianapolis were in 1926, the immense Indianapolis Traction Terminal (nine roof covered tracks and loading platforms) scheduled 500 trains in and out daily and moved 7 million passengers that year. At their peak

4125-562: The repair costs. The rise of private automobile traffic in the middle 1920s aggravated such trends. As the interurban companies struggled financially, they faced rising competition from cars and trucks on newly paved streets and highways, while municipalities sought to alleviate traffic congestion by removing interurbans from city streets. Some companies exited the passenger business altogether to focus on freight, while others sought to buttress their finances by selling surplus electricity in local communities. Several interurbans that attempted to exit

4200-411: The section between Sasazuka and Chofu be grade separated and widened to quadruple-track to reduce the effects caused by the present bunching on the existing at-grade double-tracked line. Later the proposal evolved to call for two separate sets of tracks each dedicated to express and local services, similar to the Keiō and Keiō New lines between Sasazuka and Shinjuku Stations. With the completion of

4275-641: The suburban city of Hachiōji . The Keiō Line is part of a network with interchanges and through running to other lines of Keiō Corporation: the Keiō New Line , Keiō Sagamihara Line , the Keiō Keibajō Line , the Keiō Dōbutsuen Line , the Keiō Takao Line , and the 1,067 mm ( 3 ft 6 in ) gauge Keiō Inokashira Line . Six different types of limited-stop services are operated on

4350-580: The town was launched. After World War I and the Silesian Uprisings, in 1922 the region (and the tram network) was divided between newly independent Poland and Germany, and international services appeared (the last one ran until 1937). In 1928 further standard gauge systems were established in Sosnowiec, Będzin and Dąbrowa Górnicza (the so-called Dabrowa Coal Basin - a region adjoining the Upper Silesian Coal Basin). Between 1928 and 1936 most of

4425-461: The trains retain a red livery based on the Pacific Electric's 'Red Cars', true to the company's interurban roots. The Keiō Line did not fully remove the street running section on the Kōshū Kaidō outside of Shinjuku Station until the 1960s, replacing it with an underground section. Similar to passenger railway conditions in early 1900s America, intense competition still exists today between private railways and mainline railways operated by

4500-500: The undergrounding between Chofu and Kokuryo Stations in 2012, construction has started on elevating the line between Sasazuka and Sengawa Stations. The government has planned the grade-separating project for this section of line to be completed by 2022, but this date has been delayed due to land acquisition issues. Keiō has proposed a later phase for the whole corridor, which involves building another pair of underground tracks for express services between Sasazuka and Chofu, completing

4575-407: The upper level of Tennōji Station ). Today, trackage of the major sixteen private railways , in many places originally designed as American-style interurban railways, has been upgraded beyond recognition into high capacity urban heavy railways. Private railway companies that started out as interurbans such as Tokyu , Seibu , Odakyu , Hankyu and Tobu ; rail transportation now tends to form only

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4650-471: The urban areas of the Upper Silesia . It is one of the largest interurban networks in Europe. In Łódź region, an interurban tram system connects Łódź, Pabianice, Zgierz and Konstantynów Łódzki, and formerly also Ozorków, Lutomiersk, Aleksandrów Łódzki, Rzgów and Tuszyn. Only three continuously operating passenger interurbans in the US remain with most being abandoned by the 1950s. The South Shore Line

4725-473: The village of Summit, outside Rochdale , a distance of 52 miles (84 km), and with a short 7 miles (11 km) bus journey across the Pennines, to connect to another tram network that linked Huddersfield, Halifax and Leeds. The first interurban railway in Japan is the Hanshin Electric Railway , built to compete with mainline steam trains on the Osaka to Kobe corridor and completed in 1905. As laws of that time did not allow parallel railways to be built,

4800-402: The war ended in 1945, riders went back to their automobiles, and most of these lines were finally abandoned. Several systems struggled into the 1950s, including the Baltimore and Annapolis Railroad (passenger service ended 1950), Lehigh Valley Transit Company (1951), West Penn Railways (1952), and the Illinois Terminal Railroad (1958). The West Penn was the largest interurban to operate in

4875-415: The war years, or at least the remaining parts not yet demolished. One of the largest systems, nicknamed the Blue Tram , was run by the Noord-Zuid-Hollandsche Stoomtramweg-Maatschappij and survived until 1961. Another, the RTM ( Rotterdamse Tramweg Maatschappij ), which ran in the river delta south-west of Rotterdam , survived until early January 1966. Its demise sparked the rail-related heritage movement in

4950-576: The world. These can be regarded as interurbans since they run on the streets, like trams, when in cities, while out of them they either share existing railway lines or use lines that were abandoned by the railway companies. The term "interurban" was coined by Charles L. Henry , a state senator in Indiana. The Latin, inter urbes , means "between cities". The interurban fit on a continuum between urban street railways and full-fledged railroads. George W. Hilton and John F. Due identified four characteristics of an interurban: The definition of "interurban"

5025-487: Was changed to Keio Corporation on June 29, 2005. Keiō was among the first railway companies to introduce priority seats on its trains. Priority seats are those reserved for the physically handicapped, elderly, pregnant women, and people with infants. These special seats, which were initially called "Silver seats" but renamed in 1993, were inaugurated on Respect for the Aged Day on September 15, 1973. All Keio trains have longitudinal (commuter-style) seating. The first of

5100-406: Was chosen to start electrification on Katowice Rynek (Kattowitz, Ring) - Zawodzie line, after which Schikora & Wolff completed electrification of four additional lines. In 1912, the first short 4 ft  8 + 1 ⁄ 2  in ( 1,435 mm ) standard gauge line was built in Katowice . In 1913, a separate standard gauge system connecting Bytom with suburbs and villages west of

5175-487: Was common. Receivership was a common fate when the interurban company could not pay its payroll and other debts, so state courts took over and allowed continued operation while suspending the company's obligation to pay interest on its bonds. In addition, the interurban honeymoon period with the municipalities of 1895–1910 was over. The large and heavy interurbans, some weighing as much as 65 tons, caused damage to city streets which led to endless disputes over who should bear

5250-450: 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 ( 3 ft 6 in ) in an attempt to seek a government subsidy, and 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 (JGR) Chūō Main Line , and so

5325-605: Was moved to an underground alignment. Additionally 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 Keiō-Hachiōji section was double-tracked in 1970, and 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 also to stop at Sasazuka and Chitose-Karasuyama stations, and Semi Express services will also stop at Sengawa Station. The flat junction west of Chofu station between

5400-425: Was often local with salesmen going door to door aggressively pushing this new and exciting "it can't fail" form of transportation. But many of those interurbans did fail, and often quickly. They had poor cash flow from the outset and struggled to raise essential further capital. Interurbans were very vulnerable to acts of nature damaging track and bridges, particularly in the Midwestern United States where flooding

5475-642: Was progressively closed in the 1970s but parts of it were reused as the outer parts of the Milan Metro . Development of Japanese interurbans strayed from their American counterparts from the 1920s. The second boom of interurbans occurred as late as the 1920s and 1930s in Japan, with predecessors of the extensive Kintetsu Railway , Hankyu , Nankai Electric Railway and Odakyu Electric Railway networks starting life during this period. These interurbans, built with straighter tracks, electrified at 1500V and operated using larger cars, were built to even higher standards than

5550-557: Was the Nippon Electric Railway ( 日本電気鉄道 ) founded in 1905. In 1906 the company was reorganized as the Musashi Electric Railway ( 武蔵電気鉄道 ) , and in 1910 was renamed yet again to Keio Electric Tramway ( 京王電気軌道 ) . It began operating its first stretch of interurban between Sasazuka and Chōfu in 1913. By 1923, Keiō had completed its main railway line (now the Keiō Line ) between Shinjuku and Hachiōji . Track along

5625-601: Was the first stretch of underground railway in all of Asia, predating the Tokyo Metro Ginza Line by two years. Meanwhile, existing interurbans like the Hanshin Electric Railway started to rebuild their street-running lines into grade-separated exclusive rights-of-way. After the war, interurbans and other private railway companies received large investments and were allowed to compete not only with mainline trains but also with each other, in order to rejuvenate

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