Misplaced Pages

#978021

41-538: The term "Tōkaidō Main Line" is largely a holdover from pre-Shinkansen days; now various portions of the line have different names which are officially used by JR East, JR Central, and JR West. Today, the only daily passenger train that travels the entire length of the line is the combined overnight-train Sunrise Izumo - Sunrise Seto . During the day longer intercity trips using the line require several transfers along

82-686: A JR East project, extended the services of the Utsunomiya Line , the Takasaki Line , and the Joban Line to Tokyo Station, allowing for through services to and from the Tōkaidō Line from March 2015. Almost all trains along this section of the line have bi-level "Green Cars" with forward-facing seats, with each set of trains having 2 of them. Green Cars can be used after paying an additional fee. A new station between Ōfuna and Fujisawa

123-576: A new 1,435 mm ( 4 ft  8 + 1 ⁄ 2  in ) standard gauge "bullet train" line in 1940. Intercity passenger traffic between Tokyo, Nagoya and Osaka largely transferred to the Tōkaidō Shinkansen after it was completed in 1964. Since then, the Tokaido Main Line has been used as a commuter and freight line, serving a very small number of long-distance passenger trains (mainly overnight and sleeper services). Following

164-910: A rapid service called Rapid Acty (Japanese: 快速アクティー , Japanese pronunciation: [Kaisoku Akutī] ). It runs on dedicated tracks parallel to the Yamanote Line between Tokyo and Shinagawa, the Keihin-Tōhoku Line between Tokyo and Yokohama, and the Yokosuka Line between Yokohama and Ōfuna. Some Shōnan–Shinjuku Line trains share the segment south of Yokohama to Ōfuna and Odawara . Until 12 March 2021, there were also commuter rapid (Japanese: 通勤快速 , Japanese pronunciation: [Tsūkin Kaisoku]; ) and Shōnan Liner (Japanese: 湘南ライナー , Japanese pronunciation: [Shōnan Rainā] ) services. The Ueno–Tokyo Line ,

205-788: A segment of the Hokuriku Main Line . Some services on the Kosei , JR Takarazuka and Gakkentoshi lines run through onto the Tōkaidō Main Line. The section between Maibara and Kyoto is known as the Biwako Line. (from Tokyo) JR Central : ■ Ohmi Railway Main Line (Northbound only) The section between Kyoto and Osaka is known as the JR Kyoto Line. Trains from the Biwako and Kosei lines travel through onto

246-552: A significant reduction from the twenty hours required in 1889 and fifteen in 1903. By the start of the Taishō era , route changes on several stretches of the line were deemed necessary to accommodate growing demand. The route bypassing Osakayama (between Ōtsu and Kyoto Stations), in use since 1878, was closed when the current, less steep route with two long tunnels was completed on 25 September 1919. The mountainous Gotemba stretch required an even larger-scale route change, culminating in

287-528: A successor to the pre-war Tsubame service, and the sleeper express Ginga both began operating between Tokyo and Osaka. In January 1950, Heiwa was renamed Tsubame . Makeshift D52 freight locomotives were converted into C62 express locomotives , the largest and fastest steam engines in Japan's rail history, to haul these services. One of the C62s, C62 17, holds the narrow-gauge steam world speed record, which

328-423: A total floor area of 238,000 square meters. Architecturally , it exhibits many characteristics of futurism , with a slightly irregular cubic façade of plate glass over a steel frame. [1] During the mid-1990s, Kyoto was one of the least modern cities in Japan by virtue of its many cultural heritage sites, so locals were largely reluctant to accept such an ambitious structure. However, the station's completion began

369-629: A wave of new high-rise developments in Kyoto that culminated in the 20-story Kyocera Building . Station numbers were introduced to the JR Lines in March 2018. Kyoto Station was assigned: In fiscal 2016, the JR West part of the station was used by an average of 200,426 passengers daily (boarding passengers only), making it the second busiest JR West station after Osaka . The Kyoto City Subway station

410-527: Is a major railway station and transportation hub in Kyōto , Japan. It has Japan's second-largest station building (after Nagoya Station ) and is one of the country's largest buildings, incorporating a shopping mall, hotel, movie theater, Isetan department store, and several local government facilities under one 15-story roof. It also housed the Kyōto City Air Terminal until August 31, 2002. Kyoto Station

451-754: Is being planned to serve passengers near the former JR Freight Shōnan Freight Terminal. C onstruction is expected to start in early 2022. The new station is expected to open for service in 2032. Legend: [REDACTED] Hokkaido Shinkansen [REDACTED] Yamagata Shinkansen [REDACTED] Akita Shinkansen [REDACTED] Joetsu Shinkansen [REDACTED] Hokuriku Shinkansen JY Yamanote Line JK Keihin-Tōhoku Line JO Yokosuka Line ． Sōbu Line (Rapid) JE Keiyō Line JU Ueno-Tokyo Line (Through to JU Utsunomiya ． Takasaki Line / JJ Jōban Line ) JC Chūō Line (Rapid) [REDACTED] Tokaido Shinkansen M Tokyo Metro Marunouchi Line The point between JR East and JR Central operation

SECTION 10

#1732775322979

492-591: Is divided at Atami station, where section between Atami and Maibara is operated by JR Central , and covers the Tōkai region - Shizuoka Prefecture , Aichi Prefecture , and Gifu Prefecture . Some services from Odawara on the JR East section continues to travel on this section until Numazu station. Maibara is shared by JR Central and JR West; JR West manages the station Before March 2016, JR West operated trains from Maibara as far as Ogaki on JR Central territory. After

533-601: Is served by the following railway lines: In addition to the lines above, the following lines, among others, have through services to Kyoto Station: The station has a side platform and four island platforms serving eight tracks for the Tokaido Line (Biwako Line, JR Kyoto Line) and Kosei Line at ground level, three dead-end platforms serving four tracks for the Sanin Line (Sagano Line) to the west of platform 0 at ground level, and two dead-end platforms serving 3 tracks to

574-425: Is the official terminus of the Tōkaidō Main Line, most trains continue to Nishi-Akashi , Himeji and beyond. ●: Trains stop at all times ｜: Trains pass at all times ▲: Eastbound trains pass in the morning ○:Trains stop at morning of Weekdays only In addition to standard local, rapid, and special rapid service trains, the Tōkaidō Main Line also hosts a number of limited express services. Overnight trains on

615-844: The East Japan Railway Company (JR East), Central Japan Railway Company (JR Central) and West Japan Railway Company (JR West) since July 1998. The Sunrise Izumo runs daily between Tokyo and Izumoshi in Shimane Prefecture , taking approximately 12 hours for the 953.6 km (592.5 mi) journey. The service operates in conjunction with the Sunrise Seto service to Takamatsu between Tokyo and Okayama . The combined 14-car train departs from Tokyo, and stops at Yokohama , Atami , Numazu , Fuji , Shizuoka , Hamamatsu (final evening stop), Himeji (first morning stop), and arrives at Okayama , where

656-523: The Hanshin earthquake on 17 January 1995, the line was shut down between Takatsuki and Kobe, with certain segments remaining impassable until 1 April of that year. On 20 August 2016, station numbering was introduced with stations between Tokyo and Osaki being assigned station numbers between JT01 and JT07. Numbers increase towards in the southbound direction towards Osaki. Station numbers would be assigned to stations beyond Osaki as far as Atami in 2018. On

697-587: The Shinkansen , has been designed as EMUs. On the same day, the Asakaze sleeper express entered service with the newly built Series 20 carriages. These carriages were fully air-conditioned and nicknamed the 'hotel on the rail'. Because these sleeper carriages and their successors were painted blue, sleeper trains in Japan came to be known as Blue Trains . The capacity constraints on the Tokaido Main Line had been clear prior to World War II, and work started on

738-573: The JR Kyoto Line and continue west towards the JR Kobe Line at Osaka. Legend: Local trains stop at all stations. Rapid trains in the morning skip some stops between Kyoto and Takatsuki. Through services on JR Takarazuka Line (Local only) The westernmost section between Osaka and Kōbe is part of the JR Kobe Line, which continues west to Himeji on the San'yō Main Line . Although Kōbe

779-498: The Sanyo Railway (now Sanyo Main Line ) began. Express service between Tokyo and Kobe began in 1896, sleeper service in 1900, and dining car service in 1901. In 1906, all privately run main lines were nationalized under the newly created Japanese Government Railways , which, at the time had a network of just over 7,000 km (4,300 mi). On 20 December 1914, Tokyo Station opened and succeeded Shinbashi Station as

820-575: The Tokyo-side terminus of the line. On the same day, an electrified commuter line was inaugurated along the section between Tokyo Station and today’s Yokohama Station , which is now part of the Keihin–Tōhoku Line . Automatic couplers were introduced on all freight wagons in 1926. In 1930, the first Tsubame ("swallow") express was introduced, reducing the Tokyo - Kobe travel-time to nine hours -

861-498: The Tōkaidō Line go from Tokyo to western Honshū and Shikoku . Middleton, William D. (August 2023) [April 1966]. "Tomorrow's railroad". Trains . Vol. 83, no. 8. Kalmbach Media . pp. 34–43. Sunrise Izumo JR Central : [REDACTED] Tōkaidō Main Line The Sunrise Izumo ( サンライズ出雲 , Sanraizu Izumo ) is an overnight sleeping car train service in Japan operated by

SECTION 20

#1732775322979

902-718: The carriages, these trains were painted light green and nicknamed Aodaishō (green snakes, referring to the Japanese rat snake ). On 1 October 1958, the Kodama , the first limited express service operated by EMUs rather than locomotive-hauled carriages, commenced. This service further reduced travel time to 6 hours and 50 minutes. The Series 151 EMUs marked a significant milestone in railway technology, as EMUs were previously considered unsuitable for high-speed and long-distance services due to issues like noise, vibration, and cost. Since then, all non-sleeper express rolling stock, including

943-553: The completion of the Tanna Tunnel in 1934 after 15 years of construction. The new route through the tunnel is 11.2 kilometres long, compared to the old Gotemba route, which took a 60.2-kilometre detour around the Tanna Basin. With the opening of the tunnel, the section between Tokyo and Numazu was fully electrified, as steam locomotives were unable to operate through the long tunnel safely. Electrification also progressed on

984-580: The evening of 5 August 2023, a JR East Tokaido Line service struck a utility pole near Ofuna and lost power, resulting in a suspension of JR East Tokaido Line service. Four people, including the driver, sustained minor injuries. Service was restored on the morning of 6 August 2023. The section between Tokyo and Atami is operated by East Japan Railway Company (JR East) and it is located in the Greater Tokyo Area . It has local services (Japanese: 普通 , Japanese pronunciation: [Futsū] ) and

1025-400: The event of an enemy attack. During the war, the line's focus shifted towards freight services. Express services were significantly reduced, and sleepers and restaurant cars were withdrawn from service in 1944. JNR Class D52 locomotives were introduced for wartime freight transport, but their poor manufacturing quality led to several boiler explosion accidents. In the immediate aftermath of

1066-507: The first line from Tokyo to Kobe was completed in 1889, when Kozu and Hamamatsu were connected through the present-day Gotemba Line corridor, and the final segments were completed between Kasumigahara and Otsu. At the time, there was one Tokyo-Kobe train in each direction per day, taking over 20 hours each way. The "Tokaido Line" name was formally adopted in 1895. In October 1895, following the Sino-Japanese War , through service to

1107-611: The first priorities of Japanese railway planners was to build a line from Tokyo to the Kansai region , either following the Tokaido route or the northern Nakasendō route. This decision remained unresolved as regional needs were addressed. The first railway in Japan was the line from Shimbashi to Sakuragicho in Yokohama, which opened in 1872; another segment of today's Tokaido Main Line, between Kyoto and Kobe, opened in 1877. In 1883,

1148-566: The government decided to use the Nakasendo route, and construction of several segments commenced (including the modern-day Takasaki Line ). Railways were opened between Ogaki and Nagahama (1884) and between Nagoya and Kisogawa (1886) in line with the Nakasendo plan. However, by 1886, it was clear that the Tokaido route would be more practical, and so the Nakasendo plan was abandoned. The lines between Kisogawa and Ogaki , Yokohama and Kozu , and Hamamatsu and Obu were completed in 1887, and

1189-585: The latter diverges at Nagoya toward the Mie Prefecture coastline; to follow it by train, the Kansai Main Line and Kusatsu Line would have to be followed from Nagoya to Kusatsu . The largest population centers in Japan are along this route - Tokyo, Yokohama, Nagoya, Kyoto, Osaka and Kobe. These centers have grown to occupy an ever more dominant role in the country's government, financial, manufacturing and cultural life. Historically, one of

1230-609: The main line and the old westbound track was removed. The western part of the Tōkaidō Main Line from Maibara to Kōbe is operated by JR West and forms the main trunk of the company's Urban Network in the Osaka-Kobe-Kyoto metropolitan area. Although the line is divided into three segments, known as the Biwako Line , JR Kyoto Line , and JR Kobe Line , they are part of a single contiguous network, with many services traversing multiple sections. The Biwako Line includes

1271-497: The other end of the line around the same time, in 1934. Commuter rapid services between Kyoto and Kobe, using 52 Series streamliner EMUs, began in 1937. However, further electrification of the line was overshadowed by the Second World War and did not resume until after the war. For security reasons, the army preferred to keep the middle portion of the line unelectrified, as unelectrified tracks were much easier to repair in

Tōkaidō Main Line - Misplaced Pages Continue

1312-663: The south of platform 7 at ground level. Two island platforms serving four tracks for the Shinkansen are elevated, above the platforms for the Kintetsu Kyoto Line. The station has three levels. Four dead-end platforms serving four tracks are located on the second floor. The 1st floor is a shopping street and the 3rd floor is the platforms for the Shinkansen (JR Central). The station consists of one underground island platform serving two tracks. The governmental railway from Kobe reached Kyoto on 5 September 1876, but

1353-524: The station was under construction and a temporary facility called Ōmiya-dōri (Ōmiya Street) Temporary Station was used until the opening of the main station. The first Kyoto Station opened for service by decree of Emperor Meiji on 5 February 1877. In 1889, the railway became a part of the trunk line to Tokyo ( Tokaido Main Line ). Subsequently, the station became the terminal of two private railways, Nara Railway (1895, present-day Nara Line ) and Kyoto Railway (1897, present-day Sagano Line ), that connected

1394-426: The station with southern and northern regions of Kyoto Prefecture, respectively. The station was replaced by a newer, Renaissance -inspired facility in 1914, which featured a broad square (the site of demolished first station) leading from the station to Shichijō Avenue. Before and during World War II , the square was often used by imperial motorcades when Emperor Showa traveled between Kyoto and Tokyo. The station

1435-1411: The train splits. Between Okayama and Izumoshi, the 7-car Sunrise Izumo train stops at Kurashiki , Bitchū-Takahashi , Niimi , Yonago , Yasugi , Matsue , and Shinji , before arriving in Izumoshi. The return train departs from Izumoshi, and is coupled with the Sunrise Seto from Takamatsu at Okayama Station, departing together from there, and arriving at Tokyo Station in the next morning. stations Tokyo (-> Izumoshi) (-> Tokyo) District Metropolis 22:06 Departure 6:51 Departure 22:15 Departure 06:45 Departure 22:46 Departure 06:16 Departure 23:23 Departure 05:45 Departure 23:39 Departure 05:27 Departure 23:53 Departure 05:10 Departure 00:20 Departure 04:40 Departure 01:12 Departure (Brief stop) 01:46 Departure 00:46 Departure (Brief stop) 05:31 Departure 00:33 Departure 00:11 Departure 05:26 Departure 23:33 Departure (Decouple and separate from Sunrise Seto ) 06:34 Departure (Couple with Sunrise Seto ) 22:34 Departure 06:47 Departure 22:14 Departure 07:14 Departure 21:48 Departure 07:44 Departure 21:20 Departure (Brief stop) (Brief stop) (Brief stop) (Brief stop) (Brief stop) 09:05 Departure Ky%C5%8Dto Station Kyōto Station ( 京都駅 , Kyōto-eki )

1476-543: The two companies realized this invasion, on 25 March 2016, all JR West departures were changed to JR Central trains to Maibara station. Both the Mino-Akasaka and Tarui branch lines separate from the Main Line at Minami-Arao junction ( 南荒尾信号場 ) , located 3.1 km west of Ōgaki Station. Between Ōgaki and Sekigahara, there is a 25 per mil grade. In 1944, a single track bypass was built to avoid this steep slope of

1517-776: The war, almost all surviving express train carriages were requisitioned by the Allied Occupation Forces . Services such as the Allied Limited (Tokyo–Moji), Dixie Limited (Tokyo–Hakata), and the BCOF Train (Tokyo–Kure) operated on the Tōkaidō Line. Express trains for Japanese nationals resumed in April 1947, with sleeper services following in July 1948. In 1949, the Limited Express Heiwa ,

1558-518: The way. The Tokaido Main Line is owned and operated by three Japan Railways Group (JR Group) companies: The Tōkaidō route takes its name from the ancient road connecting the Kansai region (Kyoto, Osaka) with the Kantō region (Tokyo, then Edo) through the Tōkai region (including Nagoya). Literally, it was the Tōkai road, or Road through Tōkai. The Tōkaidō Line does not follow the old road exactly, since

1599-463: Was achieved on the Tokaido line near Nagoya on 15 December 1954, and is preserved at the SCMaglev and Railway Park . On 19 November 1956, the line was fully electrified. The Tokyo–Osaka express trains, Tsubame and Hato , began to be hauled by JNR EF58 locomotives for the entire length of the route, reducing travel time from 8 hours to 7 hours and 30 minutes. With no concerns about smoke polluting

1640-428: Was built to house Tokaido Shinkansen which started operation in 1964. The underground facilities of the station, including the shopping mall Porta beneath the station square, were constructed when the subway opened in 1981. The current Kyoto Station was designed by architect Hiroshi Hara , and it opened in 1997 which commemorated Kyoto's 1,200th anniversary. It is 70 meters high and 470 meters from east to west, with

1681-462: Was spacious and designed to handle a large number of people, but when a few thousand people gathered to bid farewell to naval recruits on 8 January 1934, 77 people were crushed to death. This station burned to the ground in 1950, and was replaced by a more utilitarian concrete facility in 1952. Aside from the main building on the north side of the station, the Hachijō-guchi building on the south side

Tōkaidō Main Line - Misplaced Pages Continue

#978021