El término "Línea principal Tōkaidō" es en gran parte un remanente de la época anterior al Shinkansen; ahora, varias partes de la línea tienen nombres diferentes, que son utilizados oficialmente por JR East, JR Central y JR West. Hoy, el único tren de pasajeros diario que recorre toda la longitud de la línea es el tren nocturno combinado Sunrise Izumo - Sunrise Seto . Durante el día, los viajes interurbanos más largos que utilizan la línea requieren varios transbordos a lo largo del camino.
La línea principal de Tokaido es propiedad de tres compañías de JR y está operada por ellas:
Maibara – Kōbe: 130 km/h (81 mph) (solo en la línea rápida especial Shin-Kaisoku, los trenes locales alcanzan un máximo de 120 km/h o 75 mph)
Lista de estaciones
JR Este
La línea principal Tōkaidō se muestra en naranja en este mapa de los accesos del sur a Tokio.Diagrama del patrón de servicio de la línea principal Tōkaidō (JR East)
El tramo entre Tokio y Atami es operado por East Japan Railway Company (JR East) y se encuentra en el Área Metropolitana de Tokio . Tiene servicios locales (en japonés:普通, pronunciación japonesa: [Futsū] ) y un servicio rápido llamado Rapid Acty (en japonés:快速アクティー, pronunciación japonesa: [Kaisoku Akutī] ). Circula por vías exclusivas paralelas a la línea Yamanote entre Tokio y Shinagawa, la línea Keihin-Tōhoku entre Tokio y Yokohama, y la línea Yokosuka entre Yokohama y Ōfuna. Algunos trenes de la línea Shōnan–Shinjuku comparten el segmento al sur de Yokohama hasta Ōfuna y Odawara . Hasta el 12 de marzo de 2021, también había servicios de cercanías rápidos (japonés:通勤快速, pronunciación japonesa: [Tsūkin Kaisoku] ) y Shōnan Liner (japonés:湘南ライナー, pronunciación japonesa: [Shōnan Rainā] ). [1]
La línea Ueno-Tokio , un proyecto de JR East, amplió los servicios de la línea Utsunomiya , la línea Takasaki y la línea Joban hasta la estación de Tokio, lo que permitió servicios directos hacia y desde la línea Tōkaidō a partir de marzo de 2015. [2]
Casi todos los trenes de esta sección de la línea tienen "vagones verdes" de dos niveles con asientos orientados hacia adelante, y cada grupo de trenes tiene dos de ellos. Los vagones verdes se pueden utilizar tras pagar una tarifa adicional.
Se está planeando una nueva estación entre Ōfuna y Fujisawa para dar servicio a los pasajeros cerca de la antigua terminal de carga Shōnan de JR Freight. Se espera que la construcción comience a principios de 2022. Se espera que la nueva estación entre en servicio en 2032. [3]
Leyenda:
● : una estación donde paran todos los trenes
｜ :una estación por donde pasan todos los trenes
▲ : una estación en la que los trenes de la línea Shōnan–Shinjuku utilizan las plataformas de la línea Yokosuka
Algunos trenes circulan más allá de Atami, hasta llegar a Numazu.
Con los servicios de la línea Ueno-Tokio , la línea Utsunomiya Rapid Rabbit y la línea Takasaki Rapid Urban , que ahora recorren la línea Tokaido y paran en todas las estaciones de esta línea, ambos servicios se clasifican como trenes de servicio "local" dentro de la línea Tokaido.
Los servicios de Rapid Acty de la línea Tokaido operan solo en la noche entre Tokio y Odawara. Los servicios de Rapid Acty se interrumpirán a partir de la revisión de horarios del 18 de marzo de 2023, después de 34 años de funcionamiento. [4]
Los servicios Shōnan Limited Express son trenes exprés especiales para viajeros de cercanías con asientos cómodos y totalmente reservados. Operan de Odawara a Tokio por la mañana de los días laborables, y algunos servicios terminan en Shinagawa. Los servicios de ida y vuelta de Tokio a Odawara se realizan por la tarde de los días laborables. Al igual que los trenes rápidos de cercanías, los servicios de Shōnan Liner normalmente no hacen paradas entre Shinagawa y Fujisawa. Entre Fujisawa y Odawara, se realizan paradas variables. Además de la tarifa estándar, se requiere una tarifa de asiento reservado de ¥500 para utilizar el Shōnan Liner .
La línea Shōnan–Shinjuku opera a través de servicios a la línea principal Tōkaidō. Los trenes operan desde la línea Takasaki hasta Ōsaki y entran en la línea Yokosuka en Nishi-Ōi hasta Totsuka, luego cambian de vía a la línea principal Tōkaidō hacia Odawara , y viceversa. El servicio rápido para en todas las estaciones de la línea principal Tōkaidō (Totsuka - Odawara), mientras que el servicio rápido especial opera con el mismo patrón que un servicio rápido de acción .
Maibara es compartida por JR Central y JR West; JR West administra la estación
Antes de marzo de 2016, JR West operaba trenes desde Maibara hasta Ogaki en el territorio de JR Central. Después de que las dos compañías se dieron cuenta de esta invasión, el 25 de marzo de 2016, todas las salidas de JR West se cambiaron a trenes de JR Central hasta la estación de Maibara.
Líneas secundarias
Diagrama de vías alrededor de la intersección de Minami-araoDiagrama de ruta abstracto entre Ōgaki y Sekigahara
Las líneas secundarias Mino-Akasaka y Tarui se separan de la línea principal en el cruce Minami-Arao (南荒尾信号場) , ubicado a 3,1 km al oeste de la estación Ōgaki.
Ramal de la línea Mino-Akasaka
Ramal de Tarui
Entre Ōgaki y Sekigahara, la pendiente es del 25 por mil. En 1944, se construyó una vía única de circunvalación para evitar esta pronunciada pendiente de la línea principal y se eliminó la antigua vía en dirección oeste.
JR Oeste
La parte occidental de la línea principal Tōkaidō desde Maibara hasta Kōbe es operada por JR West y forma el tronco principal de la red urbana de la compañía en el área metropolitana de Osaka-Kobe-Kioto . Aunque la línea está dividida en tres segmentos, conocidos como la línea Biwako , la línea JR Kioto y la línea JR Kobe , son parte de una única red contigua, con muchos servicios que atraviesan múltiples secciones. La línea Biwako incluye un segmento de la línea principal Hokuriku . Algunos servicios en las líneas Kosei , JR Takarazuka y Gakkentoshi pasan por la línea principal Tōkaidō.
Línea Biwako
El tramo entre Maibara y Kioto se conoce como la Línea Biwako.
●: Los trenes se detienen.
○: Paradas limitadas, solo temprano por la mañana y tarde por la noche
|:Los trenes pasan.
Local (trenes de cercanías de 4 puertas): trenes locales de la línea JR Kyoto
Local (trenes suburbanos de 3 puertas): funcionan como trenes de servicio rápido al oeste de Takatsuki (al oeste de Kioto por la mañana)
Línea JR de Kioto
El tramo entre Kioto y Osaka se conoce como la línea JR de Kioto. Los trenes de las líneas Biwako y Kosei pasan por la línea JR de Kioto y continúan hacia el oeste hasta la línea JR de Kobe en Osaka.
Leyenda:
● : Todos los trenes paran
| :Todos los trenes pasan
▲ : Trenes solo después de la parada de las horas punta de la mañana
Los trenes locales paran en todas las estaciones. Los trenes rápidos de la mañana se saltan algunas paradas entre Kioto y Takatsuki.
Línea JR Kobe
La sección más occidental entre Osaka y Kōbe forma parte de la línea JR Kobe, que continúa hacia el oeste hasta Himeji por la línea principal San'yō . Aunque Kōbe es la terminal oficial de la línea principal Tōkaidō, la mayoría de los trenes continúan hasta Nishi-Akashi , Himeji y más allá.
●: Los trenes paran a toda hora ｜: Los trenes pasan a toda hora ▲: Los trenes en dirección este pasan por la mañana ○: Los trenes paran solo por la mañana de los días laborables
Limited express services
In addition to standard local, rapid, and special rapid service trains, the Tōkaidō Main Line also hosts a number of limited express services.
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 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.[7]
Historically, one of 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, 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 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 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). 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 - a significant reduction from the twenty hours required in 1889 and fifteen in 1903.[7]
Infrastructure improvements included the completion of double track on this route in 1913, and the opening of the 7.8 km (4.8 mi) long Tanna Tunnel, which shortened the route by omitting a detour round the mountains between Atami and Numazu. This was the last major change to the alignment of the route.
By the early 1950s the Tōkaidō Line had become the main transportation artery of Japan. Although it was only 3% of the railway system by length, it carried 24% of JNR's passenger traffic and 23% of its freight, and the rate of growth was higher than any other line in the country. By 1956 electrification was completed along the Tokyo-Osaka section and with the introduction of new Kodama trains, travel time was reduced to six and a half hours. The line became so popular that tickets regularly sold out within ten minutes of being put on sale, one month in advance of the travel date.[7]
The capacity constraints on the Tokaido Main Line had been clear prior to World War II, and work started on 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 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.[8][9] 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 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.[10] Four people, including the driver, sustained minor injuries. Service was restored on the morning of 6 August 2023.
Former connecting lines
The handcar line near Yoshihama (see Atami Station)The Yoshihama line after conversion to steam power, circa 1920Mishima-Tamachi Station circa 1914 (see Numazu Station)Mukogawa Station in 1944, note the dual-gauge track (see Nishinomiya Station)
Kanagawa Prefecture
Ninomiya Station: The Shonan Horse-drawn Tramway opened a 10 km (6.2 mi) line to Hatano in 1906 to haul tobacco. Steam locomotion was introduced in 1913. Passenger services ceased in 1933, and the line closed in 1935.[citation needed]
Odawara Station: The Japan Tobacco and Salt Public Corporation operated an approximately 1 km line to its factory, electrified at 1,500 V DC, between 1950 and 1984. The line was also serviced by the adjoining Odakyu Odawara Line from its Ashigara station.[citation needed]
Shizuoka Prefecture
Atami Station: In 1895, a 10 km (6.2 mi) 610 mm (2 ft) gauge handcar line opened to Yoshihama, and was extended 4 km (2.5 mi) to Odawara the following year. In 1907, the line was converted to 762 mm (2 ft 6 in) gauge and steam locomotives were introduced. The line closed in 1923 as a result of the Great Kanto earthquake.[citation needed]
Numazu Station: The Sunzu Electric Railway opened a 7 km (4.3 mi) line to Mishima-Tamachi on the Izuhakone Railway Sunzu Line in 1906. In 1915, the line was truncated 1 km to connect at Mishima-Hirokoji, and the line was electrified at 600 V DC in 1919. The line closed in 1961 following the destruction of the Kisegawa bridge during a flood.[citation needed]
Yoshiwara Station: The Fuji Horse Tramway (富士馬車鉄道, Fuji Basha Tetsudō) opened a 610 mm (2 ft) gauge line to Ōmiya (presentday Fujinomiya) in 1890. The Fuji Minobu Railway (富士身延鉄道, Fuji Minobu Tetsudō) purchased the tramway in 1912, converted it to a 1,067 mm (3 ft 6 in) gauge steam railway the following year and gradually extended it (eventually becoming the Minobu Line). In 1924, the company built a new alignment which connected to Fuji station on the Tokaido main line, at which time the original section from Omiya to Yoshiwara closed.[citation needed]
The Abe Railway opened a 9 km (5.6 mi) 762 mm (2 ft 6 in) gauge line from Inomiya (approximately 2 km from Shizuoka) to Ushizuma in 1914 to haul timber. Plans to extend the line to Shizuoka did not eventuate and the line closed in 1934.[citation needed]
The Shizuoka Electric Railway opened a 2 km (1.2 mi) line to Anzai, connecting to its Shimizu Line, electrified at 600 V DC, between 1922 and 1926. The line closed in 1962.[citation needed]
Yaizu Station: A 5 km (3.1 mi) 610 mm (2 ft) handcar line operated to Fujieda between 1891 and 1900.[citation needed]
Fujieda Station: The Tōsō Railway opened a 4 km (2.5 mi) 762 mm (2 ft 6 in) gauge line to Ote in 1913, and by 1926 had extended the line progressively in both directions for a length of 38 km (24 mi) from Jitogata to Suruga-Okabe, although in 1936 the 5 km (3.1 mi) section from Suruga-Okabe to Ote was closed. In 1943, the company merged with the Shizuoka Railway (see Fujiroi Station below), and in 1948, a 7 km (4.3 mi) line between Mitsumata and Jitogata opened, linking the two sections. This section of the combined line closed between 1964 and 1970.[citation needed]
Shimada Station: The Fuji Prefectural Government opened a 3 km (1.9 mi) 610 mm (2 ft) gauge handcar line in 1898 to haul timber. In 1944, following the destruction of the nearby Tokaido Line bridge over the Oigawa, it was proposed to use the alignment of this line as a replacement, including a 930 m (3,050 ft) wooden bridge over the river. The bridge was about 25% completed when the end of the war resulted in the termination of the proposal. A diesel locomotive was introduced in 1955 to haul construction material for the construction of the adjacent national highway, and the line closed in 1959.[citation needed]
Kikukawa Station: The Joto horse-drawn tramway opened a 15 km (9.3 mi) 2 ft (610 mm) gauge line to Ikeshinden in 1899. In 1923, the line was converted to 762 mm (2 ft 6 in) gauge, and a single-cylinder diesel locomotive introduced. The line closed in 1935.[citation needed]
Fukuroi Station:
The Akiba horse-drawn tramway opened a 12 km (7.5 mi) 762 mm (2 ft 6 in) gauge line to Enshumori-Cho in 1902. In 1926, the company renamed itself the Shizuoka Electric Railway, converted the line to 1,067 mm (3 ft 6 in) gauge and electrified it at 600 V DC. The line closed in 1962.[citation needed]
The Shizuoka Railway opened a 10 km (6.2 mi) 762 mm (2 ft 6 in) gauge line to Yokosuka in 1914, extending it 7 km (4.3 mi) to Mitsumata in 1927. The company merged with the Fuji-sho Railway in 1943 (see Fujieda Station above), and in 1948, a 7 km (4.3 mi) line between Mitsumata and Jitogata opened, linking the two sections. This section of the combined line closed between 1964 and 1967.[citation needed]
Hamamatsu Station: The Dainippon Railway opened a 7 km (4.3 mi), 762 mm (2 ft 6 in) gauge line to Kuniyoshi in 1909. In 1919, the line was acquired by the Enshu Railway Line, which closed the first 1 km (0.62 mi) of the line in 1925, so the new connecting station became Enshu-Magome. The line closed in 1937 while the section to Enshu-Magome would close in 1985.[citation needed]
Aichi Prefecture
Okazaki Station:
The Nishio Railway opened a 762 mm (2 ft 6 in) gauge line to Nishio in 1911, and extended it to Kira-Yoshida on the Meitetsu Gamagōri Line between 1915 and 1916. In 1926, the company merged with the Aichi Electric Railway, which between 1928 and 1929 converted the line to 1,067 mm (3 ft 6 in) gauge, electrified it at 600 V DC, and connected it to the line from Shin-Anjō on the Meitetsu Nagoya Main Line at Nishioguchi. The line to Nishio closed in 1962.[citation needed]
A 6 km (3.7 mi) tram line connected to the Meitetsu Koromo line at Okazaki-Ida Station, which between 1929 and 1962 connected to the Meitetsu Mikawa Line at Uwagoromo, the tramway also closing in 1962.[citation needed]
Owari-Ichinomiya Station: The 6 km (3.7 mi) Meitetsu line to Okoshi, electrified at 600 V DC, opened in 1924. When the voltage on the Meitetsu main line was increased to 1,500 V DC in 1952, services were suspended on this line. The substitute bus service proved so popular the line was closed rather than upgraded.[citation needed]
Gifu Prefecture
Ogaki Station: The Seino Railway opened a 3 km (1.9 mi) line from Mino-Akasaka to Ichihashi in 1928, and operated a passenger service from 1930 to 1945.[citation needed]
Arao Station (on the Mino Akasaka branch): A 2 km (1.2 mi) freight-only line to the Mino Okubo limestone quarry operated between 1928 and 1990.[citation needed]
Hyōgo Prefecture
Nishinomiya Station: A 2 km (1.2 mi) freight-only line was opened in 1944 to connect to Mukogawa Station on the Hanshin Main Line. As the former was 1,067 mm (3 ft 6 in) gauge, and the latter 1,435 mm (4 ft 8+1⁄2 in) gauge, some tracks at Mukogawa were dual gauge. Service on the line ceased in 1958, but it was not formally closed until 1970.[citation needed]
Rokkomichi Station: A 6 km (3.7 mi) line to Kobe Port opened in 1907, electrified at 1,500 V DC. Passenger services ceased in 1974, and the line closed in 2003.[citation needed]
References
^"March 2021 Timetable Revision" (PDF). 18 December 2020.
^An Interview with the President on JR East website, retrieved 2009-05-13
^"東海道線 村岡新駅設置で合意 JR東と県、藤沢、鎌倉市". Kanagawa Shimbun (in Japanese). 8 February 2021. Archived from the original on 8 February 2021.
^"快速「アクティー」最後の2列車が消滅へ 34年の歴史に幕 JR東海道線" [The last two trains of the rapid "Acty" will disappear, ending 34 years of service on the JR Tokaido Line]. trafficnews.jp (in Japanese). 18 December 2022. Archived from the original on 18 December 2022. Retrieved 22 December 2022.
^"Jr京都線、摂津富田～茨木駅間新駅の駅名が「Jr総持寺駅」に決定：Jr西日本".
^JR東日本、東海道線E217系の営業運転終了 - 「湘南色」の帯で活躍した車両 [JR East E217 series withdrawn from Tokaido Line]. Mynavi News (in Japanese). Japan: Mynavi Corporation. 19 March 2015. Retrieved 30 March 2015.
^ a b cSmith, Roderick A. (2003). "The Japanese Shinkansen". The Journal of Transport History. 24/2. Imperial College, London: 22–236.
^"⾸都圏エリアへ 「駅ナンバリング」を導⼊します" [Introduce “station numbering” to the Tokyo metropolitan area] (PDF). jreast.co.jp (in Japanese). 6 April 2016. Archived from the original (PDF) on 7 December 2022. Retrieved 7 January 2023.
^Kusamachi, Yoshikazu (7 April 2016). "JA・JK・JT・AKB…JR東日本、首都圏で駅ナンバリングなど導入へ" [JA, JK, JT, AKB … JR East to introduce station numbering in the Tokyo metropolitan area]. Response Automotive Media (in Japanese). Archived from the original on 6 August 2022. Retrieved 7 January 2023.
^"Services resume after 1,500 trapped in train near Tokyo". Kyodo News. Yokohama. 2023-08-06. Archived from the original on 2023-08-06.
External links
Wikimedia Commons has media related to Tōkaidō Main Line.
Stations of the Tōkaidō Main Line (JR East) (in Japanese)
Further reading
Middleton, William D. (August 2023) [April 1966]. "Tomorrow's railroad". Trains. Vol. 83, no. 8. Kalmbach Media. pp. 34–43.
