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31-487: Tsukijishijō Station is served by the Toei Ōedo Line , and is numbered E-18. The station is composed of an underground island platform serving two tracks. The station opened on 12 December 2000. 35°39′54″N 139°46′02″E  /  35.6649°N 139.7671°E  / 35.6649; 139.7671 Toei %C5%8Cedo Line [REDACTED] The Toei Ōedo Line ( 都営地下鉄大江戸線 , Toei Chikatetsu Ōedo-sen )

62-497: A connecting tunnel to the Asakusa Line near Shiodome Station . Because of differences in infrastructure and technology used preventing trains on either line from accessing the other, a special Toei Class E5000 locomotive powers these ferry runs during overnight hours when the subway is closed. The Ōedo Line was first proposed in 1968 as an incomplete loop line from Shinjuku around northern and eastern Tokyo to Azabu. This plan

93-505: A train carrying jet fuel to Tachikawa Air Base in western Tokyo exploded while passing through Shinjuku Station . This disaster led to the banning of freight trains on railway lines in central Tokyo and sped the development of the Musashino Line as an alternative route . Because most of the line passed through sparsely populated areas, it was initially envisioned as a freight-only line. However, opposition from local residents, at

124-731: Is a subway line in Tokyo , Japan, operated by the Tokyo Metropolitan Bureau of Transportation (Toei). It commenced full operations on December 12, 2000; using the Japanese calendar this reads "12/12/12" as the year 2000 equals Heisei 12. The line is completely underground, making it the second-longest railway tunnel in Japan after the Seikan Tunnel . On maps and signboards, the line is shown in magenta. Stations carry

155-597: Is a more significant concern [than hearing damage], and therefore train's windows are kept open to increase ventilation, which caused a number of complaints. As of April 2023, windows continue to be kept open to reduce the risks of Covid-19 transmission. The cause of the Ōedo line's high noise levels lies in construction constraints such as preexisting infrastructure and the need to build deep tunnels, resulting in low-radius curves and small tunnels. All stations are located in Tokyo. Oedo Line trains are housed and maintained at

186-457: Is incompatible with other railway and subway lines, which can only operate with vehicles utilizing conventional rotary motors , thus preventing Ōedo Line trains from operating through services onto them. Although vehicles with rotary motor propulsion can technically operate on the Ōedo Line, its smaller tunnels and loading gauge prevents such occurrences, hence making the Ōedo Line the first self-enclosed subway line in Tokyo in over 40 years, and

217-486: Is not a true loop line: trains from the western Hikarigaoka terminus run anticlockwise around the loop and terminate at the intermediate Tochōmae Station facing towards Hikarigaoka, and vice versa. The arrangement is very much like the London Underground Circle Line since 2009, but does not share any track segments with other lines. The full 40.7 km (25.3 mi) trip from Tochōmae around

248-540: Is often counterintuitive, as it results in through trains to Tokyo being labeled and numbered as "down" trains while on the Musashino Line; however, such trains switch to "up" after joining the Keiyō Line . All eastbound (for Nishi-Funabashi) passenger trains begin service at Fuchū-Hommachi Station. Details of the Musashino South Line and other branch lines, which are freight-only sections, can be found below

279-489: Is over 5.5 times costlier at 2,308.3 compared to 416.3 price-adjusted US dollars per kilometer. Ridership projections originally estimated 1 million users daily, a figure scaled down to 820,000 before opening. At the end of 2006, the line was averaging 720,000 passengers/day. However, its ridership has increased by about five percent each year since its opening, following new commercial and residential development around major stations such as Roppongi and Shiodome. According to

310-517: The Class EF64 , Class EF65 , Class EF66 , Class EF81 , Class EF200 , Class EF210 , Class EH200 , Class EH500 , Class DE10 , and Class HD300 . The Musashino Line was initially envisioned as a "Tokyo Outer Loop Line" in a 1927 railway appropriations bill, but was not built for several decades due to World War II and its aftermath. Construction finally began in November 1965. In 1967,

341-411: The Keiyō Line past Nishi-Funabashi to Tokyo , Minami-Funabashi or Kaihimmakuhari . Other services include: Tsurumi Station is considered to be the origin of the Musashino Line; trains going clockwise (toward Nishi-Funabashi) are therefore referred to as heading "down" ( 下り , kudari ) , while trains going counter-clockwise (toward Fuchūhommachi) are heading "up" ( 上り , nobori ) . This

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372-569: The Seibu Ikebukuro Line ) then later towards Higashi-Tokorozawa Station (on the Musashino Line ). Construction of the first segment to Ōizumigakuenchō is tentatively scheduled for before 2015, and will include the construction of three new stations, temporarily named Doshida station, Ōizumichō station and Ōizumigakuenchō station. Following the awarding of the 2020 Summer Olympics to Tokyo, there has been speculation regarding

403-440: The Tokyo Metropolitan Bureau of Transportation , as of June 2009 the Ōedo Line was the fourth most crowded subway line in Tokyo, at its peak running at 178% capacity between Monzen-Nakachō and Tsukishima stations. There are plans to extend the Ōedo Line westward from its current western terminus at Hikarigaoka Station through to a new terminus in Ōizumigakuenchō , 1.5 km (0.93 mi) north of Ōizumi-gakuen Station (on

434-589: The Yamanote Line and the Osaka Loop Line . The full line began operation on 12 December 2000. An additional station (Shiodome Station) was opened on 2 November 2002 to connect to the Yurikamome guideway transit line. Following the addition of Shiodome, the automated announcements in the trains were changed to advertise businesses and facilities near each station, a first in Tokyo (although this

465-535: The Chūō–Sōbu Line and the Jōban Line and reduced from ten to eight cars per set to replace the 205 series. In July 2020, the sole E231-900 series set was also transferred from the Chūō–Sōbu Line and reduced from ten to eight cars. 165 and 169 series EMUs were used on Shinkansen Relay services and later Musashino rapid services until 2002. 115 series EMUs were used on Musashino services from 2002 until

496-629: The Kiba depot, located underneath Kiba Park to the southeast of Kiyosumi-Shirakawa Station . Prior to the completion of the Oedo Line loop in 2000, servicing was performed at a depot near Hikarigaoka Station . Major overhaul work for Oedo Line trains is performed at the Magome depot, located south of Nishi-Magome Station on the Toei Asakusa Line . Oedo Line trains access this facility using

527-756: The Musashino Line and blue denoting the Keiyo Line The Musashino Line ( 武蔵野線 , Musashino-sen ) is a railway line operated by the East Japan Railway Company (JR East). It links Tsurumi Station in Yokohama with Nishi-Funabashi Station in Chiba Prefecture , forming a 100.6 km (62.5 mi) unclosed loop around central Tokyo . Passenger operations are limited to the 71.8 km (44.6 mi) portion between Fuchūhommachi and Nishi-Funabashi;

558-461: The Tsurumi to Fuchūhommachi portion, called the "Musashino South Line", is normally used only by freight trains. The line forms part of what JR East refers to as the "Tokyo Mega Loop" (Japanese: 東京メガループ ) around Tokyo, consisting of the Keiyō Line , Musashino Line, Nambu Line , and Yokohama Line . Most services on the Musashino Line are local trains making all stops. Some trains continue through

589-465: The addition of another 2.7 km (1.7 mi) to the proposed extension in order to extend the line to Niiza where the shooting range for the Olympics is to be located. A decision regarding this matter is expected in 2015. The Ōedo Line runs in a loop around central Tokyo before branching out towards Nerima in the western suburbs, meaning the line is shaped like a figure 6 lying on its side. It

620-479: The final cost of construction range from the official ¥988.6 billion to over ¥1,400 billion yen, making it the most expensive subway line ever built at that point. However, Singapore's Downtown MRT line stages 1–3 completed in 2017 are 2.84 times as expensive, at 33,669.5 compared to 11,571.8 US dollars per kilometer after adjusting for inflation and international price differences. In per-kilometer terms New York's Second Avenue Subway Phase 1 , also completed in 2017,

651-564: The first and to date only such line operated by Toei, although there is a track connection to the Asakusa Line that can only be used by Class E5000 locomotives. The line is deep (as low as 48 metres (157 ft) below ground at points) through central Tokyo, including three underground crossings of the Sumida River . Originally budgeted at ¥682.6 billion and 6 years, the construction ended up taking nearly 10 years and estimates of

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682-433: The governor of Tokyo, named the line "Toei Oedo Line", where Oedo literally means "Great Edo ", a reference to Tokyo's former name. As was the case with earlier lines, the public was initially polled to select a name; however, Ishihara rejected the chosen name, Tokyo Loop Line ( 東京環状線 , Tōkyō Kanjō-sen ) , on the grounds that it would not initially form a complete loop, and that calling it such would cause confusion with

713-597: The letter "E" followed by a two-digit number inside a more pinkish ruby circle. The Ōedo Line is the first Tokyo subway line to use linear motor propulsion (and the second in Japan after the Osaka Metro Nagahori Tsurumi-ryokuchi Line ), which allows it to use smaller cars and smaller tunnels (a benefit similarly achieved by the Advanced Rapid Transit system manufactured by Bombardier ). This technology, though,

744-575: The line from Shin-Matsudo to Nishi-Funabashi opened on 2 October 1978. Inter-running to and from the Keiyo Line commenced on 1 December 1988. From the start of the 1 December 1996 timetable revision, all of the Musashino Line 103 series sets were lengthened from six to eight cars. On 20 August 2016, station numbering was introduced with stations on the Musashino line being assigned station numbers between JM10 and JM35. Numbers increase in

775-484: The line included the 4,380 m (14,370 ft) Higashi-Murayama Tunnel ( 東村山トンネル ) between Shin-Kodaira and Shin-Akitsu stations, and the 2,563 m (8,409 ft) Kodaira Tunnel ( 小平トンネル ) between Shin-Kodaira and Nishi-Kokubunji stations. Services operated at 15-minute intervals in the morning peak, and at 40-minute intervals during the daytime off-peak. The southern freight-only line from Fuchū-Hommachi to Tsurumi opened on 1 March 1976. The eastern section of

806-527: The loop and onward to Hikarigaoka takes 81 minutes. Trains operate once every three to five minutes during rush hours, and once every six minutes during off-peak weekday hours, weekends and holidays. The Ōedo line is one of the noisiest train lines in the world, with decibel levels reaching 90 decibels frequently along the line. However, during the COVID-19 outbreak, noise levels have reached to over 105 decibels. The train line's President states that infection

837-490: The passenger station list. Ōmekaidō Station is approximately 10 minutes walk from Shin-Kodaira Station. Three 209-500 series sets were transferred from the Keiyō Line in 2010-2011, where they were displaced by new E233-5000 series sets and reduced from ten to eight cars per set; eight additional sets were transferred from the Chūō–Sōbu Line in 2018-2019. Between 2017 and 2020, E231-0 series sets were transferred from

868-473: The same time as the violent landowner battles plaguing Narita International Airport , led the railway authorities to agree to passenger service as well. The first section of the line between Fuchū-Hommachi and Shin-Matsudo opened on 1 April 1973. Train services were operated using 6-car 101-1000 series EMUs, which were modified specially for the line to comply with government regulations concerning fire resistance of trains operating through long tunnels, as

899-775: The services were downgraded to all-stations "Local" status in December 2010. The 205-0 series sets were built from new for the Musashino Line, entering service from 1 December 1991, and have six motored cars per eight-car set. These were the last 205 series sets to be built from new. The 205-5000 series sets were modified between 2002 and 2008 from displaced former Yamanote Line sets by adding new VVVF-controlled AC motors, and have four motored cars per eight-car set. 205 series trains, both 205-0 and 205-5000 serieses, were withdrawn from Musashino Line and currently operated in Indonesia. Locomotive types seen hauling freight trains include

930-624: Was already the practice on the municipal subways of Osaka and Nagoya). Starting on 18 January 2023, car 4 on all services on the Oedo line were designated as a women-only car in a bid by the railway operator to reduce sexual assaults onboard trains. The restriction is in effect during the morning peak hour . a. ^ Crowding levels defined by the Ministry of Land, Infrastructure, Transport and Tourism : Musashino Line [REDACTED] Route map of passenger service, with red denoting

961-562: Was amended in 1972 to complete the loop back to Shinjuku, extend it to Hikarigaoka and add a spur line to Mejiro from the northern side. The Tokyo Metropolitan Government undertook construction of the line, which was initially called Toei Line 12 ( 都営地下鉄12号線 , Toei Chikatetsu Jūnigō-sen ) . The first segment from Hikarigaoka to Nerima began operations on 10 December 1991. The line was extended from Nerima to Shinjuku on 19 December 1997, and later from Shinjuku to Kokuritsu-Kyōgijō on 20 April 2000. With this extension, Shintaro Ishihara ,

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