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22-640: Most trains are all-station "Local" services, but some limited-stop "Rapid" express trains have operated in morning and evening hours. Legend: Nishi-Magome via the A Toei Asakusa Line Yokohama via the A Toei Asakusa Line and KK Keikyū Main Line , and Misakiguchi via the KK Keikyū Kurihama Line To/from Haneda Airport Terminal 1·2 and Terminal 3 via the A Toei Asakusa Line, KK Keikyū Main Line and KK Keikyū Airport Line The first section of

44-525: A Cat-2 operator with maximum speed at 160 km/h (99 mph), the fastest among Japanese private railways (which was formerly shared with Hokuetsu Express until the opening of the Hokuriku Shinkansen in 2015) which enables a 34-minute journey from Nippori to Narita Airport. The line opened in July 2010. Hokuso Railway fares are significantly higher than those of other private railways in

66-522: A temporary basis until the second phase of this section could connect the town directly to the Keisei and Asakusa Line network. The second phase section to Keisei-Takasago on the Keisei Main Line opened in 1991, and through-operation began. In the following year, Shin-Keisei included Shin-Kamagaya Station as a transfer station, and abandoned the temporary route. The section east of Komuro

88-775: A temporary terminal as the line was planned to be extended further north in the future so it only has platforms long enough for six car trains. A further northern extension beyond Urawa Misono Station connecting Iwatsuki Station of the Tobu Urban Park Line and Hasuda Station of the JR Utsunomiya Line ( Tohoku Line ) is currently being proposed. color N Tokyo Metro Namboku Line for Meguro MG Meguro Line for Hiyoshi SH Tōkyū Shin-Yokohama Line for Shin-Yokohama [REDACTED] Sōtetsu Main Line for Ebina [REDACTED] Sōtetsu Izumino Line for Shōnandai (via Futamata-gawa on

110-706: Is a mostly underground rapid transit line in Japan operated by the third sector operating company Saitama Railway Corporation. Funded by Saitama Prefecture , local municipal governments, and Tokyo Metro , it forms a continuation of the Tokyo Metro Namboku Line , starting at Akabane-iwabuchi Station in Tokyo and ending at Urawa-Misono Station in Saitama . The line is used as the main means of transportation to Saitama Stadium 2002 . On 27 November 2015,

132-583: Is also the case for the Tōyō Rapid Railway Line and the Saitama Rapid Railway Line , which are also known for having comparatively high fares. In 2009, Chiba Prefecture and several municipalities along the line agreed with Hokuso Railway for an average fare reduction of 4.6% (25% for student commuter passes), in exchange for which they agreed to subsidize half of the estimated revenue loss of 600 million yen. The fare reduction

154-618: Is the southern terminal of the Toei Asakusa Line , a subway line operated by the Tokyo Metropolitan Bureau of Transportation . It is located in Ōta, Tokyo , Japan and is the southernmost station of the Tokyo subway network. Its station number is A-01. Nishi-magome opened on November 15, 1968, as a station on Toei Line 1. In 1978, the line took its present name. Nishi-magome has two platforms. Because this

176-635: Is the terminal station, trains on both tracks go in the same direction. The station is located underneath the Daini Keihin highway, and serves the Nishi-Magome and Minami-Magome neighborhoods. It is one of the closest stations to the temple of Ikegami Honmon-ji . The next station to the north-east is Magome Station . Nishi-magome is located directly north of the Magome train car repair facility which handles maintenance for rolling stock used on

198-474: The Saitama Stadium , half an hour on foot from the terminating Urawa-Misono Station. The total cost of construction is 256.1 billion yen, making the cost per kilometer at 17.5 billion yen. Since its opening, the line used six-car trains with all stations (except Urawa-Misono Station ) equipped with platforms long enough support future expansion into eight-car trains. Urawa-Misono Station was built as

220-619: The Tokyu Meguro Line commenced on 22 June 2008. On 1 April 2022, eight-car trains began operating on the line. Effective the timetable revision on 18 March 2023, the Sotetsu Shin-Yokohama Line and Tokyu Shin-Yokohama Line began revenue service. Most through services originating from Urawa-Misono continuing onto the Sotetsu Line terminate at either Shin-Yokohama Station or Ebina Station . In

242-691: The Sōtetsu Main Line) At Akabane Station : JU Utsunomiya Line JU Takasaki Line JS Shōnan-Shinjuku Line JK Keihin-Tōhoku Line JA Saikyō Line As of 2013, the main shareholders in Saitama Railway Corporation are as follows. Ridership figures for the line are as follows. The third sector company, Saitama Railway Corporation, was established on 25 March 1992. The entire line from Akabane-Iwabuchi to Urawa-Misono opened on 28 March 2001. Through services to and from Hiyoshi on

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264-718: The Toei Asakusa Line and Oedo Line . Oedo Line trains access this facility by passing through the Asakusa Line using a connecting tunnel near Shimbashi Station ( Shiodome Station on the Oedo Line). 35°35′12″N 139°42′21″E  /  35.5868°N 139.7059°E  / 35.5868; 139.7059 This Tokyo railroad station–related article is a stub . You can help Misplaced Pages by expanding it . Saitama Rapid Railway Line The Saitama Railway Line ( 埼玉高速鉄道線 , Saitama Kōsoku Tetsudō sen )

286-514: The first priority was the Keisei – Hokusō route. In 2001, a new Cat-3 entity, Narita Rapid Rail Access ( 成田高速鉄道アクセス , Narita Kōsoku Tetsudō Access ) commenced building a new line connecting Imba Nihon-idai to the junction to Narita Airport Rapid Railway ( 成田空港高速鉄道 , Narita Kūkō Kōsoku Tetsudō ) which is a Cat-3 company of existing access railways, the tracks of the formerly planned Narita Shinkansen. The express trains are operated by Keisei as

308-582: The line stated in 1972 as an extension of the Tokyo Metro Namboku Line. The original alignment was planned to serve eastern Urawa and central Kawaguchi in Saitama. In 1985, the alignment was shifted east to Hatogaya . In 1992, the third sector Saitama Railway Corporation was established by Saitama Prefecture, and construction began in 1995. The line opened on 28 March 2001, ahead of the 2002 FIFA World Cup , which held several matches at

330-620: The line, from Komuro to Shin-Kamagaya, opened in March 1979, including a temporary connection to the Shin-Keisei Line at Kita-Hatsutomi. As other tracks were connected, it changed its name to "Hokusō Kōdan Line" in April 1987. Over 17 years later, the railway properties of the HDC corporation transferred to Chiba New Town Railway ( 千葉ニュータウン鉄道 , Chiba Nyūtaun Tetsudō ) , on July 1, 2004, and

352-494: The other hand, has argued that increased consumption tax rates and capital expenditures related to upgrading the Pasmo system will force them to raise fares in 2015. Additional fare reduction measures were implemented on 1 October 2022 which brought down regular fares by around 10% along with commuter passes being discounted by an additional 65%. Nishi-Magome Station Nishi-magome Station ( 西馬込駅 , Nishi-magome Eki )

374-580: The region. In 2013, a journey of 12.7 km (7.9 mi) on the Hokuso Line cost 540 yen, while a 23.8 km (14.8 mi) journey cost 720 yen. Equivalent journeys on the Keisei Main Line cost 250 yen and 360 yen respectively while equivalent journeys on JR East cost 210 yen and 380 yen respectively. The difference in fares is largely due to the debt burden remaining from the portion of the line built and owned by Hokuso Railway itself; this

396-510: The route was nicknamed the "Saitama Stadium Line". The line symbol used in the station numbering is "SR". This line allows trains from the Tokyo Metro Namboku Line to operate beyond Akabane-iwabuchi Station into Saitama Prefecture and ending at Urawa-Misono Station . Most of the line is underground, only Urawa Misono Station and adjacent depots are on the surface. It connects the eastern and northern part of Kawaguchi to Tokyo; areas that were previously only served by buses. Planning for

418-574: The whole line was renamed as the Hokusō Line. This section was planned as a railway access to Chiba New Town . Initially proposed by a committee of the then Ministry of Transport , the route was numbered "Line 1", as the northern extension of Tokyo Metropolitan Bureau of Transportation (Toei) Line 1 (present Asakusa Line ) to Komuro area of Chiba New Town. In 1979 the first phase of this section between Kita-Hatsutomi and Komuro opened. The through-operation via Shin-Keisei Line to Matsudo began, on

440-577: Was implemented in July 2010 at the time of the opening of the Narita Sky Access Line. In 2011 and 2012, the cities of Shiroi and Inzai elected new mayors on platforms of negotiating for further fare reductions and stopping public subsidies respectively; a third-party study commissioned by the two city governments concluded in August 2013 that the Hokusō Line would break even at more discounted fare levels without local subsidies. Hokuso, on

462-552: Was initially the eastern part of a once-planned Chiba Prefectural Railway ( 千葉県営鉄道 , Chiba Ken'ei Tetsudō ) (II, apart from the first which opened the Tōbu Noda Line and the Kururi Line ) as an extension of Line 10 ( Shinjuku Line ). The line was to be built from Moto-Yawata via Komuro to parallel to the line above, then to terminate at present Imba Nihon-idai . The first section between Komuro and Chiba New Town Chūō

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484-464: Was opened in 1984, and the operations were commissioned to the present Hokusō Railway. After the abandonment of the planned Narita Shinkansen , routes of rapid transit to Narita Airport had long been discussed. For a utilization of partially completed tracks of the Shinkansen, JR East and Keisei lines to Narita Airport were realized. A much faster line had long been needed, and for that purpose

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