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30-586: The Keio New Line generally parallels the main Keio Line along National Route 20 ( Kōshū Kaidō ) on a deeper route. Except for a short section just before Sasazuka Station , the entire line is underground. Because the line was built to normal railway standards and not to subway standards, only specially-designed trains can travel along the Keio New Line. However, since new train cars are being designed to be able to operate on above-ground and below-ground tracks there

60-439: 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)

90-668: A development of the E231 series used on other commuter lines in the Tokyo area, and replaced the aging 201 series rolling stock introduced on the line in 1981. From 2017, new E353 series EMUs were introduced on Azusa and Super Azusa limited express services, replacing the E351 and E257 series trains. The Kobu Railway ( 甲武鉄道 ) opened the initial section of the Chūō Line from Shinjuku Station to Tachikawa Station in 1889. The company then extended

120-546: Is no real issue with the differentiation. All trains operating west of Sasazuka Station start and arrive at Shinjuku Station. During events at the Tokyo Racecourse , there are express trains that operate from Fuchūkeiba-seimommae Station to Shinjuku Station . The Keio New Line shares the same platforms with the Toei Shinjuku Line at Shinjuku Station . From here trains travel west-southwest. At Hatsudai Station ,

150-536: The Akaishi and Kiso as well as Mount Yatsugatake can be seen from trains. The Chūō West Line parallels the old Nakasendō highway (famous for the preserved post towns of Tsumago-juku and Magome-juku ) and the steep Kiso Valley . This section lists all stations on the Chūō Main Line and generally explains regional services on the line. In addition, there are limited express services connecting major cities along

180-593: The Chūō Line (Local) ( 中央線各駅停車 , Chūō-sen-kakuekiteisha ) or the Chūō-Sōbu Line on the local tracks. The former is usually referred to simply as the Chūō Line and the latter the Sōbu Line. Separate groups of trainsets are used for these two groups of services: cars with an orange belt for the rapid service trains and cars with a yellow belt for the local service trains. Signs at stations also use these colors to indicate

210-612: The Chūō Line , is one of the major trunk railway lines in Japan. It connects Tokyo and Nagoya , although it is the slowest direct railway connection between the two cities; the coastal Tōkaidō Main Line is slightly faster, and the Tōkaidō Shinkansen is currently the fastest rail link between the cities. The eastern portion, the Chūō East Line ( 中央東線 , Chūō-tōsen ) , is operated by

240-675: The East Japan Railway Company (JR East), while the western portion, the Chūō West Line ( 中央西線 , Chūō-saisen ) , is operated by the Central Japan Railway Company (JR Central). The dividing point between the two companies is Shiojiri , where express trains from both operators continue north onto the Shinonoi Line towards the cities of Matsumoto and Nagano . Compared to the huge urban areas at either end of

270-1021: 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 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

300-472: The Toei Shinjuku Line , through service operations began on March 30, 1980. Keio 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 the suburban city of Hachiōji . The Keiō Line is part of a network with interchanges and through running to other lines of Keiō Corporation:

330-647: 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

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360-549: The Chūō Line, its central portion is lightly traveled; the Shiojiri-Nakatsugawa corridor is only served by one limited express and one local service per hour. The Chūō Main Line passes through the mountainous center of Honshu . Its highest point (near Fujimi ) is about 900 meters (3,000 ft) above sea level and much of the line has a gradient of 25 per mil (2.5% or 1 in 40). Along the Chūō East Line section, peaks of

390-552: The Chūō Main Line Local. Local trains from Tachikawa and Takao run as far as Matsumoto or even Nagano . Legends: The Okaya-Shiojiri branch is an old route of the Chūō Main Line. It carries a small number of shuttle trains and trains from/to the Iida Line , which branches off at Tatsuno. Shinonoi Line [REDACTED] Chūō Line (for Kiso-Fukushima) Prior to the opening of the new route between Okaya and Shiojiri, there

420-566: 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

450-470: 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

480-422: The line both westward and eastward (towards Tokyo) until it was nationalised in 1906. The Japanese Government Railways (JGR) then continued to extend the line, reaching Shiojiri the same year, and Tokyo (at Shōheibashi Station ( 昌平橋駅 ) ) in 1908. The JGR also built the line from Nagoya, the first section opening in 1900, with the lines connecting in 1911. The Table below gives the section opening dates. In 1904,

510-464: The line exits the large urban area of Tokyo. The section between Takao and Ōtsuki still carries some commuter trains as well as long distance local trains and Limited Express trains. The Kaiji limited express terminates at Kōfu , the capital of Yamanashi Prefecture , while the Azusa continue beyond Shiojiri to Matsumoto via the Shinonoi Line . All stations from Tachikawa to Shiojiri are served by

540-844: The line from Nakatsugawa to Nagoya. This section carries urban traffic for the Greater Nagoya Area. Local trains stop at all stations (except Sannō Junction). Legends : [REDACTED] Meijō Line Nagoya Guideway Bus Yutorito Line   NH  Meitetsu Nagoya Main Line [REDACTED] Meijō Line [REDACTED] Meikō Line [REDACTED] Tōkaidō Main Line [REDACTED] Kansai Main Line [REDACTED] Higashiyama Line [REDACTED] Sakura-dōri Line Aonami Line   NH  Meitetsu Nagoya Main Line (at Meitetsu Nagoya )   E   Kintetsu Nagoya Line (at Kintetsu Nagoya ) New E233 series trains entered service on Tokyo-area commuter services from 26 December 2006. These trains are

570-413: The line, namely Azusa , Super Azusa , Kaiji , Hamakaiji , Narita Express and Shinano . For details of the limited express trains, see the relevant articles. The section between Tokyo and Mitaka is grade-separated, with no level crossings. Between Ochanomizu and Mitaka, the Chūō Main Line has four tracks; two of them are local tracks ( 緩行線 , kankō-sen ) with platforms at every station;

600-457: The other two are rapid tracks ( 快速線 , kaisoku-sen ) with some stations without platforms. The local tracks are used by the Chūō-Sōbu Line local trains, while the rapid tracks carry rapid service and limited express trains. The Tokyo-Mitaka portion is a vital cross-city rail link. The commuter services on the rapid tracks are collectively called the Chūō Line (Rapid) in comparison with

630-510: The outside of the New Line on an elevated viaduct over Prefectural Route 420 (Nakano Dori) until Sasazuka Station. Although there are four types of trains that travel along the Keiō New Line segment (local, rapid, semi express, and express), all trains within the Keiō New Line stop at every station. The Keio New Line began operation on October 30, 1978. With the completion of the last segment of

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660-600: 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. Ch%C5%AB%C5%8D Main Line The Chūō Main Line ( Japanese : 中央本線 , Hepburn : Chūō-honsen ) , commonly called

690-487: The section between Iidamachi Station (formerly located between Suidōbashi Station and Iidabashi Station) and Nakano Station was the first urban electric railway in Japan using 600 V DC. Electrification was extended in 1919 and 1922, was increased to 1,200 V DC when extended to Tokyo in 1927, boosted again to 1,500 V DC in 1929, and reached Kofu in 1931. Electrification from the Nagano end was commissioned in sections from 1966, and

720-411: 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

750-463: The services. This section is located entirely within Tokyo . The four-track section ends at Mitaka. Most of the section between Mitaka and Tachikawa had been elevated between 2008 and 2011 to eliminate level crossings. Plans have been proposed to add another two tracks as far as Tachikawa, but were not included in the track elevation. Most of the rapid service trains from Tokyo terminate at Takao , where

780-500: 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

810-571: The westbound platform is two floors underground while the eastbound one is three floors underground. (Both platforms are on the north side of the station.) At Hatagaya Station both platforms are two floors underground with platforms on either side of the two central tracks. From this station, the Keio New line diverges from the Kōshū Kaidō and heads towards the Keio Line further south. The Keiō Line parallels

840-566: Was a junction (Higashi-Shiojiri Junction ( 東塩尻信号場 ) ) between Ono and Shiojiri stations. It had a reversing layout. The signal station was closed on 12 October 1983. Shiojiri is the dividing point of the East Line and the West Line; no train continues from one to the other. The Shinano limited express is the main service for the rural Shiojiri-Nakatsugawa section. Chūō Line (for Tatsuno) Shinonoi Line Local and rapid service trains run on

870-571: 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

900-605: 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

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