Chūō main line

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Chūō main line
Class E353 railcars on the Chūō main line
Class E353 railcars on the Chūō main line
Route of the main Chūō line
Route length: 396.6 km + 27.7 km
Gauge : 1067 mm ( cape track )
Power system : 1500 V  =
Maximum slope : 25 
Top speed: 130 km / h
Dual track : partially
Society: JR Central / JR East
End station - start of the route
0.0 Tokyo ( 東京 ) 1914–
   
see Chūō rapid transit line
BSicon .svgBSicon LSTR.svgBSicon STR + l.svg
Keiō Takao line 1967–
BSicon .svgBSicon XBHF-L.svgBSicon XBHF-R.svg
53.1 Takao ( 高 尾 ) 1901–
BSicon .svgBSicon STR.svgBSicon STRl.svg
Bridge over watercourse (medium)
Minamiasa-gawa
Tunnel - if there are several tunnels in a row
Inohana tunnel
BSicon .svgBSicon eBST.svgBSicon .svg
57.2 Signal station Kobotoke -1964
tunnel
Kobotoke Tunnel (2594 m)
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon tSTRa.svgBSicon TUNNEL2.svg
BSicon tSTRe.svgBSicon TUNNEL2.svg
BSicon TUNNEL2.svgBSicon TUNNEL2.svg
(2 tunnels each)
BSicon BS2l.svgBSicon BS2r.svg
Station, station
62.6 Sagamiko ( 相 模 湖 ) 1901–
Tunnel - if there are several tunnels in a row
(7 tunnels)
Stop, stop
66.3 Fujino ( 藤 野 ) 1943–
tunnel
Tunnel - if there are several tunnels in a row
Stop, stop
69.8 Uenohara ( 上 野 原 ) 1901–
Bridge over watercourse (medium)
Katsura-gawa
tunnel
(2 tunnels)
Station, station
74.0 Shiotsu ( 四方 津 ) 1910–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon TUNNEL2.svgBSicon TUNNEL2.svg
BSicon TUNNEL1.svgBSicon STRf.svg
Nikura tunnel (1348 m)
BSicon STRg.svgBSicon TUNNEL2.svg
(4 tunnels)
BSicon TUNNEL2.svgBSicon TUNNEL2.svg
BSicon BS2l.svgBSicon BS2r.svg
Stop, stop
77.6 Yanagawa ( 梁 川 ) 1949–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon tSTRa.svgBSicon TUNNEL2.svg
Gozenyama Tunnel (1552 m)
BSicon tSTRe.svgBSicon TUNNEL2.svg
BSicon BS2l.svgBSicon BS2r.svg
Stop, stop
81.2 Torisawa ( 鳥 沢 ) 1902–
BSicon exKRW + l.svgBSicon KRWlxr.svgBSicon KRW + r.svg
BSicon exTUNNEL2.svgBSicon WATER + l.svgBSicon WBRÜCKE1.svg
Katsura-gawa
BSicon exSTR.svgBSicon WASSER.svgBSicon tSTRa.svg
Saruhashi tunnel (1255 m)
BSicon exWBRÜCKE1.svgBSicon WASSERr.svgBSicon tSTRe.svg
BSicon exKRWl.svgBSicon KRW + lxr.svgBSicon KRWr.svg
Stop, stop
85.3 Saruhashi ( 猿 橋 ) 1902–
BSicon .svgBSicon XBHF-L.svgBSicon KXBHFa-R.svg
87.8 Ōtsuki ( 大 月 ) 1902–
BSicon .svgBSicon ABZgl.svgBSicon ABZql.svg
Fuji-Kyūkō line 1903–
Bridge over watercourse (medium)
Katsura-gawa
   
Chūō Highway
Bridge over watercourse (medium)
Jinego-gawa (2 ×)
Stop, stop
93.9 Hatsukari ( 初 狩 ) 1910–
Bridge over watercourse (medium)
Jinego-gawa
BSicon .svgBSicon eKRWgl.svgBSicon exKRW + r.svg
BSicon .svgBSicon TUNNEL2.svgBSicon exTUNNEL2.svg
BSicon .svgBSicon eKRWg + l.svgBSicon exKRWr.svg
BSicon .svgBSicon eBST.svgBSicon .svg
98.9 Hirogawara signal station -1908
Bridge over watercourse (medium)
Jinego-gawa
Stop, stop
100.4 Sasago ( 笹 子 ) 1903–
Bridge over watercourse (medium)
Jinego-gawa
   
Sasago Tunnel (4856 m)
   
Bridge over watercourse (medium)
Hi-gawa
Station, station
106.5 Kai-Yamato ( 甲 斐 大 和 ) 1903–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon TUNNEL1.svgBSicon TUNNEL2.svg
BSicon STRg.svgBSicon STRf.svg
BSicon TUNNEL1.svgBSicon TUNNEL1.svg
(2 tunnels each)
BSicon BS2l.svgBSicon BS2r.svg
Stop, stop
112.5 Katsunumabudōkyō
BSicon BS2 + l.svgBSicon BS2 + r.svg
( 勝 沼 ぶ ど う 郷 ) 1913–
BSicon TUNNEL2.svgBSicon TUNNEL1.svg
BSicon TUNNEL2.svgBSicon STRf.svg
BSicon TUNNEL2.svgBSicon TUNNEL2.svg
BSicon BS2l.svgBSicon BS2r.svg
Station, station
116.9 Enzan ( 塩 山 ) 1903–
Stop, stop
120.1 Higashi-Yamanashi ( 東山 梨 ) 1957–
Station, station
122.2 Yamanashi ( 山 梨 市 ) 1903–
Bridge over watercourse (medium)
Fuefuki-gawa
Stop, stop
125.0 Kasugaichō ( 春日 居 町 ) 1954–
Stop, stop
127.8 Isawa Onsen ( 石 和 温泉 ) 1903–
Station, station
131.2 Sakaori ( 酒 折 ) 1926–
BSicon .svgBSicon eHST.svgBSicon .svg
131.8 Kaizenkōji ( 甲 斐 善 光 ) 1917–
BSicon .svgBSicon STR.svgBSicon STR + l.svg
Minobu line 1928–
BSicon .svgBSicon STR.svgBSicon HST.svg
Kanente ( 金 手 )
BSicon .svgBSicon KRWg + l.svgBSicon KRWgr.svg
BSicon .svgBSicon XBHF-L.svgBSicon KXBHFe-R.svg
134.1 Kofu ( 甲 府 ) 1903–
BSicon KRW + l.svgBSicon KRWgr.svgBSicon .svg
BSicon KBSTe.svgBSicon STR.svgBSicon .svg
depot
Bridge over watercourse (medium)
Arakawa
   
Chūō Highway
Station, station
138.6 Ryūō ( 竜 王 ) 1903–
Tunnel - if there are several tunnels in a row
   
Chūbu-Ōdan Highway
Stop, stop
142.7 Shiozaki ( 塩 崎 ) 1951–
Tunnel - if there are several tunnels in a row
   
Shio-kawa
Stop, stop
147.0 Nirasaki ( 韮 崎 ) 1903–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon STRg.svgBSicon TUNNEL2.svg
BSicon BS2l.svgBSicon BS2r.svg
Stop, stop
151.2 Shimpu ( 新 府 ) 1972–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon TUNNEL1.svgBSicon TUNNEL2.svg
BSicon BS2l.svgBSicon BS2r.svg
Stop, stop
154.7 Anayama ( 穴 山 ) 1913–
Station, station
160.1 Hinoharu ( 日 野 春 ) 1904–
Stop, stop
166.3 Nagasaka ( 長坂 ) 1918–
BSicon .svgBSicon eBST.svgBSicon .svg
172.0 Signal station Takinozen -1966
Station, station
173.7 Kobuchizawa ( 小淵 沢 ) 1904–
   
Koumi line 1933–
BSicon .svgBSicon eKRWgl.svgBSicon exKRW + r.svg
BSicon .svgBSicon TUNNEL1.svgBSicon exTUNNEL2.svg
BSicon .svgBSicon eKRWg + l.svgBSicon exKRWr.svg
Stop, stop
178.2 Shinano-Sakai ( 信 濃 境 ) 1928–
BSicon exKRW + l.svgBSicon eKRWgr.svgBSicon .svg
BSicon exTUNNEL2.svgBSicon TUNNEL2.svgBSicon .svg
BSicon exWBRÜCKE1.svgBSicon WBRÜCKE1.svgBSicon .svg
Tachiba-gawa
BSicon exTUNNEL2.svgBSicon TUNNEL2.svgBSicon .svg
BSicon exKRWl.svgBSicon eKRWg + r.svgBSicon .svg
Station, station
182.9 Fujimi ( 富士 見 ) 1904–
Stop, stop
186.1 Suzurannosato ( す ず ら ん の 里 ) 1985–
Station, station
188.0 Aoyagi ( 青 柳 ) 1905–
BSicon .svgBSicon eBST.svgBSicon .svg
192.1 Signal station Kifune -1967
Bridge over watercourse (medium)
Miyagawa (2 ×)
   
Chūō Highway
Bridge over watercourse (medium)
Kami-kawa
Station, station
195.2 Chino ( 茅 野 ) 1905–
BSicon .svgBSicon eBST.svgBSicon .svg
198.9 Signal station Fumonji 1970–
Station, station
201.9 Kami-Suwa ( 上 諏 訪 ) 1905–
Station, station
206.3 Shimo-Suwa ( 下 諏 訪 ) 1905–
Station, station
210.4
0.0 *
Okaya ( 岡 谷 ) 1905–
   
Nagano Highway
   
Tenryu-gawa
BSicon KRW + l.svgBSicon KRWlr.svgBSicon KRW + r.svg
BSicon hKRZWae.svgBSicon .svgBSicon STR.svg
Tenryu-gawa
BSicon tSTRa.svgBSicon .svgBSicon HST.svg
3.5 * Kawagishi ( 川 岸 ) 1923–
BSicon tSTR.svgBSicon .svgBSicon hKRZWae.svg
Tenryu-gawa
BSicon tSTR.svgBSicon .svgBSicon BHF.svg
9.5 * Tatsuno ( 辰 野 ) 1906–
BSicon tSTR.svgBSicon .svgBSicon ABZgl.svg
Iida line 1909–
BSicon tSTR.svgBSicon .svgBSicon HST.svg
13.8 * Shinano-Kawashima ( 信 濃 川島 ) 1955–
BSicon tSTR.svgBSicon .svgBSicon BHF.svg
17.8 * Ono ( 小野 ) 1906–
BSicon tSTR.svgBSicon .svgBSicon TUNNEL1.svg
Utō tunnel (1578 m)
BSicon tSTR.svgBSicon .svgBSicon eBST.svg
22.7 * Higashi-Shiojiri signal station 1939-1983
BSicon tSTR.svgBSicon .svgBSicon TUNNEL2.svg
(2 tunnels)
BSicon tSTRe.svgBSicon .svgBSicon STR.svg
Enrei tunnel (5994 m)
BSicon HST.svgBSicon .svgBSicon STR.svg
218.2 Midoriko ( み ど り 湖 ) 1983–
BSicon KRWl.svgBSicon KRW + lr.svgBSicon KRWr.svg
BSicon .svgBSicon exBHF.svgBSicon .svg
Shiojiri ( 塩 尻 ) 1902-1982
BSicon KRW + l.svgBSicon KRWglr.svgBSicon KRW + r.svg
BSicon STR.svgBSicon KDSTe.svgBSicon STR.svg
Shiojiri marshalling yard
BSicon ABZg + l.svgBSicon STRq.svgBSicon ABZg + r.svg
Shinonoi line 1900–
BSicon BHF.svgBSicon KRW + l.svgBSicon KRWr.svg
222.1
27.7 *
Shiojiri ( 塩 尻 ) 1982–
BSicon STRr.svgBSicon STR + GRZq.svgBSicon .svg
JR East / ↓ JR Central
Stop, stop
226.3 Seba ( 洗馬 ) 1909–
Stop, stop
231.0 Hideshio ( 日出 塩 ) 1926–
BSicon exKRW + l.svgBSicon eKRWgr.svgBSicon .svg
BSicon exSTR.svgBSicon TUNNEL2.svgBSicon .svg
Hideshio tunnel (298 m)
BSicon exTUNNEL2.svgBSicon TUNNEL1.svgBSicon .svg
Ōsowa tunnel (704 m)
BSicon exSTR.svgBSicon TUNNEL2.svgBSicon .svg
Nakanosawa Tunnel (259 m)
BSicon exSTR.svgBSicon TUNNEL2.svgBSicon .svg
Katahira Tunnel (450 m)
BSicon exKRWl.svgBSicon eKRWg + r.svgBSicon .svg
Bridge over watercourse (medium)
Narai-gawa
Stop, stop
236.2 Niekawa ( 贄 川 ) 1909–
BSicon .svgBSicon eKRWgl.svgBSicon exKRW + r.svg
BSicon .svgBSicon TUNNEL1.svgBSicon exTUNNEL2.svg
Gongen tunnel (932 m)
BSicon .svgBSicon WBRÜCKE1.svgBSicon exWBRÜCKE1.svg
Narai-gawa
BSicon .svgBSicon eKRWg + l.svgBSicon exKRWr.svg
Stop, stop
241.4 Kiso-Hirasawa ( 奈良 井 ) 1909–
Bridge over watercourse (medium)
Narai-gawa
Tunnel - if there are several tunnels in a row
Kōken tunnel (121 m)
Station, station
243.2 Narai ( 奈良 井 ) 1909–
BSicon .svgBSicon eKRWgl.svgBSicon exKRW + r.svg
BSicon .svgBSicon TUNNEL1.svgBSicon exTUNNEL1.svg
Torii tunnel (2157 m)
BSicon .svgBSicon eKRWg + l.svgBSicon exKRWr.svg
Station, station
249.8 Yabuhara ( 藪 原 ) 1910–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon STRg.svgBSicon TUNNEL2.svg
Washitori tunnel (335 m)
BSicon TUNNEL2.svgBSicon STRf.svg
Shin Washitori Tunnel (480 m)
BSicon BS2l.svgBSicon BS2r.svg
Bridge over watercourse (medium)
Kiso-gawa (2 ×)
BSicon .svgBSicon eBST.svgBSicon .svg
253.1 Yamabukiyama signal station -1968
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon STRg.svgBSicon TUNNEL2.svg
Shimojima tunnel (87 m)
BSicon TUNNEL1.svgBSicon STRf.svg
Shin Yamabuki Tunnel (735 m)
BSicon STRg.svgBSicon TUNNEL1.svg
Yamabuki Tunnel (550 m)
BSicon BS2l.svgBSicon BS2r.svg
Bridge over watercourse (medium)
Kiso-gawa
Station, station
255.5 Miyanokoshi ( 宮 ノ 越 ) 1910–
Station, station
258.3 Harano ( 原野 ) 1955–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon STR.svgBSicon TUNNEL2.svg
Ueno tunnel (60 m)
BSicon STRg.svgBSicon TUNNEL2.svg
Aizawa Tunnel (107 m)
BSicon STR.svgBSicon TUNNEL1.svg
Yazaki Tunnel (958 m)
BSicon BS2l.svgBSicon BS2r.svg
Station, station
263.8 Kiso-Fukushima ( 木 曽 福島 ) 1910–
BSicon exKRW + l.svgBSicon eKRWgr.svgBSicon .svg
BSicon exTUNNEL2.svgBSicon TUNNEL1.svgBSicon .svg
Kiso tunnel (1222 m)
BSicon exBST.svgBSicon STR.svgBSicon .svg
Signal station Nakahira -1982
BSicon exKRWl.svgBSicon eKRWg + r.svgBSicon .svg
tunnel
Sansen tunnel (710 m)
Station, station
271.1 Agematsu ( 上 松 ) 1910–
Tunnel - if there are several tunnels in a row
Nesatoshi Tunnel (215 m)
BSicon .svgBSicon eBST.svgBSicon .svg
274.3 Signal station Ononotaki -1969
Station, station
277.7 Kuramoto ( 倉 本 ) 1948–
Stop, stop
282.5 Suhara ( 須 原 ) 1909–
Tunnel - if there are several tunnels in a row
Nakayama Tunnel (316 m)
Stop, stop
285.8 Ōkuwa ( 大 桑 ) 1958–
Tunnel - if there are several tunnels in a row
Sekiyama Tunnel (152 m)
Station, station
288.8 Nojiri ( 野 尻 ) 1909–
Station, station
292.5 Jūnikane ( 十二 兼 ) 1948–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon STRg.svgBSicon TUNNEL1.svg
Shin Jūnikane Tunnel (628 m)
BSicon TUNNEL2.svgBSicon STRf.svg
Jūnikane Tunnel (181 m)
BSicon STR.svgBSicon TUNNEL2.svg
3. Ratakashi tunnel (30 m)
BSicon STRg.svgBSicon TUNNEL1.svg
2. Ratakashi tunnel (1325 m)
BSicon STR.svgBSicon TUNNEL1.svg
1. Ratakashi tunnel (1485 m)
BSicon TUNNEL2.svgBSicon STRf.svg
Hanamaki Tunnel (49 m)
BSicon BS2l.svgBSicon BS2r.svg
Station, station
298.0 Nagiso ( 南 木 曽 ) 1909–
BSicon exKRW + l.svgBSicon eKRWgr.svgBSicon .svg
BSicon exBST.svgBSicon TUNNEL1.svgBSicon .svg
Signal station Dokusho -1923
BSicon exSTRl.svgBSicon eKRZ.svgBSicon exSTR + r.svg
Kabuto tunnel (1015 m)
BSicon .svgBSicon WBRÜCKE1.svgBSicon exWBRÜCKE1.svg
Kiso-gawa
BSicon .svgBSicon TUNNEL1.svgBSicon exTUNNEL2.svg
Shimada Tunnel (2551 m)
BSicon .svgBSicon eKRWg + l.svgBSicon exKRWr.svg
BSicon .svgBSicon eHST.svgBSicon .svg
Tadachi ( 田 立 ) 1948-1973
Stop, stop
304.3 Tadachi ( 田 立 ) 1973–
BSicon exKRW + l.svgBSicon eKRWgr.svgBSicon .svg
BSicon exSTR.svgBSicon WBRÜCKE1.svgBSicon .svg
Kiso-gawa (2 ×)
BSicon extSTRa.svgBSicon tSTRa.svgBSicon .svg
BSicon extKRZ.svgBSicon etKRZ.svgBSicon exSTR + r.svg
Sakagawa Railway 1926-1944
BSicon extSTRe.svgBSicon tSTRe.svgBSicon exSTR.svg
Shin Uekaneyama Tunnel (352 m)
BSicon exKRWl.svgBSicon eKRWg + r.svgBSicon exSTR.svg
BSicon .svgBSicon BHF.svgBSicon exKBHFe.svg
307.1 Sakashita ( 坂 下 ) 1908–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon TUNNEL2.svgBSicon STRf.svg
2. Takamineyama Tunnel (255 m)
BSicon STRg.svgBSicon TUNNEL2.svg
Umegasawa Tunnel (277 m)
BSicon TUNNEL1.svgBSicon STRf.svg
1. Takamineyama Tunnel (1138 m)
BSicon STRg.svgBSicon TUNNEL2.svg
Setoyama Tunnel (473 m)
BSicon TUNNEL1.svgBSicon STRf.svg
Shin Setoyama Tunnel (1110 m)
BSicon BS2l.svgBSicon BS2r.svg
   
Kiso-gawa
Stop, stop
312.2 Ochiaigawa ( 落 合川 ) 1917–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon TUNNEL2.svgBSicon STRf.svg
2. Shin Ochiaigawa Tunnel (79 m)
BSicon WBRÜCKE1.svgBSicon WBRÜCKE1.svg
Ochiai-gawa
BSicon STRg.svgBSicon TUNNEL2.svg
1. Ochiaigawa Tunnel (128 m)
BSicon TUNNEL1.svgBSicon STRf.svg
1. Shin Ochiaigawa Tunnel (1138 m)
BSicon STRg.svgBSicon TUNNEL2.svg
1. Ochiaigawa Tunnel (450 m)
BSicon TUNNEL2.svgBSicon STRf.svg
Nakatsugawa Tunnel (356 m)
BSicon BS2l.svgBSicon BS2r.svg
BSicon exSTR + r.svgBSicon KRWgl.svgBSicon KRW + r.svg
Kita-Ena railway line 1924-1978
BSicon exKBHFe.svgBSicon KDSTe.svgBSicon BHF.svg
317.0 Nakatsugawa ( 中 津 川 ) 1902–
BSicon .svgBSicon KRW + l.svgBSicon KRWr.svg
Bridge over watercourse (medium)
Nakatsu-gawa
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon TUNNEL2.svgBSicon STRf.svg
Sendanbayashi Tunnel (334 m)
BSicon BS2l.svgBSicon BS2r.svg
Stop, stop
323.4 Mino-Sakamoto ( 美 乃 坂 本 ) 1917–
Bridge over watercourse (medium)
Sendanbayashi-gawa
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon TUNNEL2.svgBSicon STRf.svg
Shin-Ōi Tunnel (378 m)
BSicon STRg.svgBSicon TUNNEL2.svg
Ōi tunnel (284 m)
BSicon BS2l.svgBSicon BS2r.svg
   
Chūō Highway
BSicon STR + r.svgBSicon STR.svgBSicon .svg
Akechi line 1933–
BSicon WBRÜCKE1.svgBSicon WBRÜCKE1.svgBSicon .svg
Agi-gawa
BSicon KXBHFe-L.svgBSicon XBHF-R.svgBSicon .svg
328.6 Ena ( 恵 那 ) 1902–
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon tSTRa.svgBSicon STRf.svg
Shin Makikene Tunnel (2765 m)
BSicon tSTRe.svgBSicon TUNNEL1.svg
Makikene Tunnel (730 m)
BSicon BS2l.svgBSicon BS2r.svg
Bridge over watercourse (medium)
Toki-gawa
Stop, stop
334.0 Takenami ( 武 並 ) 1926–
Bridge over watercourse (medium)
Toki-gawa (2 ×)
Station, station
339.4 Kamado ( 釜 戸 ) 1902–
Bridge over watercourse (medium)
Toki-gawa
BSicon exKRW + l.svgBSicon eKRWgr.svgBSicon .svg
BSicon exSTR.svgBSicon TUNNEL2.svgBSicon .svg
Meirō Tunnel (202 m)
BSicon exKRWl.svgBSicon eKRWg + r.svgBSicon .svg
Bridge over watercourse (medium)
Toki-gawa
Station, station
346.8 Mizunami ( 瑞 浪 ) 1902–
BSicon .svgBSicon BHF.svgBSicon exKBHFa.svg
353.7 Tokishi ( 土 岐 市 ) 1902–
BSicon .svgBSicon STR.svgBSicon exSTRl.svg
Dachi line (1922–1972)
BSicon BS2 + l.svgBSicon BS2 + r.svg
BSicon TUNNEL2.svgBSicon STRf.svg
2. Shin Kyūshiri Tunnel (413 m)
BSicon STRg.svgBSicon TUNNEL2.svg
4. Kyūshiri tunnel (410 m)
BSicon tSTRa.svgBSicon STRf.svg
1. Shin Kyūshiri Tunnel (1455 m)
BSicon tSTR.svgBSicon TUNNEL2.svg
3. Kyūshiri tunnel (162 m)
BSicon tSTR.svgBSicon TUNNEL1.svg
2. Kyūshiri tunnel (552 m)
BSicon tSTRe.svgBSicon TUNNEL2.svg
1. Kyūshiri tunnel (55 m)
BSicon STRg.svgBSicon TUNNEL2.svg
Shin Kokei Tunnel (307 m)
BSicon TUNNEL2.svgBSicon STRf.svg
Kokei Tunnel (251 m)
BSicon BS2l.svgBSicon BS2r.svg
Station, station
360.7 Tajimi ( 多 治 見 ) 1900–
   
Taita line 1918–
BSicon .svgBSicon STR.svgBSicon .svg
Kasawara line 1928-1988
tunnel
Ikedamachi Tunnel (1332 m)
Tunnel - if there are several tunnels in a row
Tsuzuhara Tunnel (223 m)
tunnel
Suwa tunnel (602 m)
Stop, stop
365.3 Kokokei ( 古 虎 渓 ) 1952–
BSicon .svgBSicon eKRWgl.svgBSicon exKRW + r.svg
BSicon .svgBSicon TUNNEL1.svgBSicon exTUNNEL2.svg
Aigi tunnel (2910 m)
BSicon .svgBSicon eKRWg + l.svgBSicon exKRWr.svg
Stop, stop
368.8 Jōkōji ( 定 光寺 ) 1924–
BSicon .svgBSicon eKRWgl.svgBSicon exKRW + r.svg
BSicon .svgBSicon TUNNEL2.svgBSicon exTUNNEL2.svg
2. Tamano tunnel (265 m)
BSicon .svgBSicon TUNNEL2.svgBSicon exTUNNEL2.svg
2. Tamano tunnel (121 m)
BSicon .svgBSicon eKRWg + l.svgBSicon exKRWr.svg
   
Aichi ring line 1988–
Station, station
372.9 Kōzōji ( 高 蔵 寺 ) 1900–
   
Tōmei Highway
Stop, stop
376.1 Jinryō ( 神 領 ) 1951–
Blockstelle, Awanst, Anst etc.
Jinryo depot
Bridge over watercourse (medium)
Utsutsu-gawa
Station, station
378.8 Kasugai ( 春日 井 ) 1927–
Bridge over watercourse (medium)
Shinjizō-gawa
BSicon KXBHFa-L.svgBSicon XBHF-R.svgBSicon .svg
381.9 Kachigawa ( 勝 川 ) 1900–
BSicon STRr.svgBSicon STR.svgBSicon .svg
Jōhoku line 1991–
   
2. Nagoya ring road
Bridge over watercourse (medium)
Shinjizō-gawa
   
Shonai-gawa
Station, station
384.6 Shin-Moriyama ( 新 守 山 ) 1964–
Bridge over watercourse (medium)
Yada-gawa
BSicon STR + r.svgBSicon STR.svgBSicon .svg
Meitetsu Seto Line 1906–
BSicon XBHF-L.svgBSicon XBHF-R.svgBSicon .svg
387.1 Ōzone ( 大 曽 根 ) 1906–
BSicon STRl.svgBSicon KRZu.svgBSicon .svg
Station, station
389.8 Chikusa ( 千種 ) 1900–
   
Nagoya Highway 2
BSicon .svgBSicon eHST.svgBSicon .svg
391.2 Tsurumai-kōen ( 鶴 舞 公園 ) 1928
Station, station
391.3 Tsurumai ( 鶴 舞 ) 1937–
   
Nagoya ring road
Bridge over watercourse (medium)
Shinhori-gawa
BSicon .svgBSicon eBST.svgBSicon .svg
392.8 Furuwatari signal station -1962
BSicon .svgBSicon eABZgl.svgBSicon .svg
→ to the Tōkaidō freight line
BSicon BS2 + l.svgBSicon BS2c4.svg
            
Meitetsu Nagoya main line 1944–
            
Main Tōkaidō line 1886–
            
393.6 Kanayama ( 金山 ) 1944–
            
Otōbashi ( 尾 頭 橋 )
            
            
            
Nagoya port line 1911–
            
Sannō ( 山 王 )
            
Tōkaidō Shinkansen 1964–
            
Kansai main line 1890–
            
Aonami line 2004–
            
Kintetsu Nagoya Line 1938–
            
Meitetsu Nagoya ( 名 鉄 名古屋 )
            
Kintetsu Nagoya ( 近 鉄 名古屋 )
            
396.9 Nagoya ( 名古屋 ) 1886–

The Chūō main line (Japanese 中央 本 線 , Chūō-honsen ) is a railway line in the center of the Japanese island of Honshū and one of the most important railways in the country. It is one of three connections between Tokyo and Nagoya , alongside the Tōkaidō Shinkansen and the Tōkaidō main line . Of these, it is the slowest, as it leads outside of the metropolitan areas mainly on a winding route through mountainous terrain inland.

Passenger traffic is the responsibility of two companies in the JR Group : On the "Chūō East Line" ( 中央 東線 , Chūō-tōsen ) between Tokyo and Shiojiri , trains from JR East operate , on the subsequent "Chūō West Line" ( 中央 西 線 , Chūō-saisen ) to Nagoya trains from JR Central . There are no continuous connections between the endpoints, which are almost four hundred kilometers apart. JR Freight is responsible for freight transport . The fully electrified line in Tokyo is partially expanded to four tracks, there are also double-track and longer single-track sections.

This article deals with the main Chūō line in general. The urban part in the Tokyo metropolitan area is described in the articles Chūō-Schnellbahnlinie and Chūō-Sōbu-Linie .

general characteristics

blue, orange: main line
green: branch line via Tatsuno

The Chūō main line, laid in Cape Gauge (1067 mm) and fully electrified with 1500 V DC , extends over a distance of 396.9 km between the megacities of Tokyo and Nagoya . In contrast to the Tōkaidō main line, it does not run along the coast, but inland through mountain valleys and over plateaus in the Japanese Alps . It passes through the prefectures of Tokyo , Kanagawa , Yamanashi , Nagano , Gifu and Aichi or the regions of Kantō and Chūbu . There is also a 27.7 km long branch route from Okaya via Tatsuno to Shiojiri .

In the western suburbs of Tokyo, the section between Ochanomizu and Mitaka stations is by far the most frequented. He is relieved by the parallel Chūō-Sōbu line , which takes up all local traffic in this area. Only express and express trains, local trains between Mitaka and Takao as well as a few local trains between Tokyo and Mitaka run on the actual Chūō main line in the Tokyo area (for more on this see Chūō high-speed train line ).

While the Ochanomizu – Mitaka section has four tracks, the following sections are double-tracked: Tokyo –Ochanomizu, Mitaka – Takao – Fumonji, Okaya – Shiojiri – Niekawa, Narai – Miyanokoshi, Harano – Kuramoto and Jūnikane – Nagoya . All other sections are single-track; they are: Fumonji – Okaya – Tatsuno – Shiojiri, Niekawa – Narai, Miyanokoshi – Harano and Kuramoto – Jūnikane. A special feature of the Chūō main line west of Takao is the smaller clearance profile compared to most other Japanese railway lines . While the width is the same (3,000 mm), the height is only 3,900 mm instead of the usual 4,100 mm. Technological advances in the development of pantographs have made the use of differently built vehicles largely superfluous.

Route description

From Tokyo Station , the Chūō Main Line initially follows the Yamanote Line northwards , turns west and meets the Chūō-Sōbu Line at Ochanomizu Station , where the four-track section begins, leading to Mitaka Station . It crosses the western districts of Tokyo via the important Shinjuku hub station . After Tachikawa Station , the Tama and Asakawa rivers are bridged . The transition between the urban and the rural part of the Chūō main line is the Takao station , just before the border with Yamanashi Prefecture.

The Chūō Expressway and the upper reaches of the Sagami following, has the routing increasingly the character of a mountain railway on, with numerous curves and tunnels. After passing the Sasago tunnel (4856 m), the route enters the largely flat Kofu basin , with the provincial capital Kofu in its center. We continue northwest through the Kamanashi Valley , at the end of which we cross the border with Nagano Prefecture. In Station Fujimi is at 956  TP the highest point reaches; it is also the highest express train stop in the country.

After circumnavigating Lake Suwa on its north side, the main Chūō line branches into two branches. The newer one leads through the Enrei tunnel (5994 m) directly to Shiojiri station . The older, 16 km longer route initially follows the upper reaches of the Tenryū in a south-westerly direction , before turning north at Tatsuno station (on the edge of the Ina basin ) and also reaching Shiojiri station. This also forms the border between the areas of responsibility of JR East and JR Central, while JR Freight maintains a marshalling yard here. The few passenger trains that change from the east to the west with a stop in Shiojiri have to turn around. Usually, through traffic is directed to the subsequent Shinonoi Line .

From Shiojiri, the Chūō main line runs in a south-westerly direction, first through the Narai valley and, after crossing under the Torii pass, through the scenic upper Kiso valley. Here too, numerous curves and tunnels (including the 2157 m long Torii tunnel) give the route the character of a mountain railway. After crossing the border with Gifu Prefecture, you will arrive at Nakatsugawa Station . From here the route is significantly flatter; shortly after the Tajimi station it leads through the Aigi tunnel (2910 m) and reaches the Nōbi plain in the prefecture of Aichi and the densely populated metropolitan region of Nagoya. After bridging the Shōnai , the city center is bypassed on its east and south sides. Finally, the route ends at Nagoya Station .

Trains

Two companies in the JR Group divide the Chūō main line in passenger traffic. JR Central is responsible between Shiojiri and Nagoya , the section east of it to Tokyo falls under the jurisdiction of JR East . That train connections in Shiojiri change from the "Chūō-west line" ( 中央 西 線 , Chūō-saisen ) to the "Chūō-east line" ( 中央 東線 , Chūō-tōsen ) and vice versa rarely happens. Such cases are usually limited to a few tourist excursion trains in the summer months. In 2018 this affected the Kiso Asuza ( 木 曽 あ ず さ ) from Tokyo to Nagiso and the Suwa Shinano ( 諏 訪 し な の ) from Nagoya to Kobuchizawa . There are no continuous connections from Tokyo to Nagoya.

JR East

Super Azusa express train at Higashi-Koganei

The main load of the national long-distance traffic of JR East is carried by the express train Azusa ( あ ず さ ). 14 pairs of trains a day allow an hourly service from Shinjuku via Kofu and Okaya to Shiojiri and on the Shinonoi line to Matsumoto . One pair of trains each day connects Tokyo with Matsumoto, Shinjuku with Minami-Otari (on the Ōito line ), Chiba with Matsumoto and Chiba with Minami-Otari. Until the timetable change in March 2019, there was the Super Azusa ( ス ー, ー あ ず さ ), which used the latest generation of tilting trains . After the other trains were also switched to these cars, the distinction was no longer made. The express train Kaiji ( か い じ ) connects the Shinjuku and Kōfu stations twelve times a day , plus two pairs of express trains Fuji Kaiyū ( 富士 回遊 ) from Shinjuku to Kawaguchiko on the Fujikyūkō line . Another daily pair of express trains , the Misuzu ( み す ず ), runs from Nagano via Matsumoto, Shiojiri and Tatsuno to Iida on the Iida Line and back. In addition, the Narita Express ( 成 田 エ ク ス プ レ verbindet ) connects Takao with Tokyo Narita Airport once a day .

Local traffic on the part of the Chūō main line in Tokyo Prefecture is one of the densest in the entire country. It consists of a complex system of express and local trains, some of which also use the lines connected to it. More information can be found in the articles Chūō-Schnellbahnlinie and Chūō-Sōbu-Linie . Takao forms the interface between urban and rural local transport, even if several local trains are connected to Ōtsuki . To the west of it they run to Shiojiri every 30 to 60 minutes. The hourly regional trains in the Okaya – Tatsuno section are in most cases forwarded to the Iida line and go to Iida or Tenryūkyō (they are operated by JR Central). The Tatsuno – Shiojiri section is driven approximately every one to two hours.

JR Central

Shinano express train near Kasugai Station

JR Central offers 13 pairs of trains on the Shinano ( し な の ) express train daily for long-distance services . These run every hour from Nagoya via Nakatsugawa , Shiojiri and Matsumoto to Nagano. During the main season, additional trains to Matsumoto and Hakuba on the Ōito line are offered from Nagoya .

Local traffic between Nagoya and Nakatsugawa operates on a tight schedule. Three express and five regional trains are offered every hour, some of which already turn in Kōzōji , Tajimi or Mizunami. In addition, there are several home liners , express trains with reserved seats during rush hour . The Nakatsugawa – Shiojiri section leads through sparsely populated areas, so the local transport offer is comparatively low. Usually there is a train every two hours during the day, and about every hour between Nakatsugawa and Nagiso.

Freight transport

Regular freight trains usually travel on two sections of the Chūō main line: on the one hand from Kunitachi in western Tokyo (confluence of the Musashino line ) to Minami-Matsumoto (north of Shiojiri on the Shinonoi line), on the other hand from Inazawa near Nagoya to Minami- Matsumoto. The intermediate destinations include loading stations in Hachiōji, Ryūō (near Kōfu) and Tajimi, until 2009 there were also freight trains to Tatsuno. Tank car trains loaded with heating and fuel also run regularly from various refineries on the coast to tank farms in the prefectures of Yamanashi and Nagano. Additional container trains are used between Inazawa and Kasugai to transport the products of a paper mill.

history

Preliminary project and commissioning

When the Tōkaidō main line emerged in the 1870s and 1880s, the Imperial Japanese Army wanted to enforce a route that would run as far inland as possible away from the coast, so that it would be easier to defend in the event of war. It proposed a railway line between Nagoya and Tokyo along the historic Nakasendō Street. In June 1885 the government approved plans. A year later, after more detailed investigations, the state railway administration came to the conclusion that the construction of this route would take more than ten years due to the numerous tunnels necessary and would exceed the financial possibilities of the state. The crossing of the Usui Pass in particular seemed too challenging at the time. The government ignored the wishes of the army and decided in July 1886 to build the missing part of the Tōkaidō main line near the coast.

On April 11, 1889, the private railway company Kōbu Tetsudō opened the first section of the later Chūō main line. The route, then known as Shigai-sen ( 市街 線 , German “city line”), was initially used exclusively for suburban traffic and connected Shinjuku with Tachikawa . Exactly four months later, on August 11th, the route reached Hachiōji . At the time, Shinjuku was on the western outskirts of Tokyo, which is why the company strove to extend the route further into the center. For this purpose, she took the section from Shinjuku to Iidabashi into operation on October 9, 1894 , and on April 3, 1895, the provisional city-side terminus Iidamachi was reached.

The Kōbu Tetsudō played a pioneering role when it carried out the first electrification of a railroad in all of Japan on August 21, 1904 on the eleven-kilometer section between Iidamachi and Nakano . On December 31, 1904, she moved the city-side terminus to Ochanomizu station . After the Japanese Reichstag passed the law to nationalize the railways , the Kōbu Tetsudō went into state ownership on October 1, 1906. As a result, the State Railway Administration (later the Ministry of Railways ) controlled the entire corridor between Tokyo and Nagoya, which was established in the Railway Construction Act of 1892. As early as 1896 she had started construction work on the rest of the Chūō main line at both ends and put the line into operation in stages in the following years.

Completion and expansion

Construction work on the east portal of the Sasago Tunnel (approx. 1900)
Local train in Kokubunji station (1915)
Local train of the state railway near Takao (1982)

The construction progress from the west was as follows: on July 25, 1900 from Nagoya to Tajimi , then on December 21, 1902 to Nakatsugawa , on August 1, 1908 to Sakashita , on July 15, 1909 to Nagiso, on September 1 1909 to Nojiri, on December 1, 1909 to Suhara, on October 5, 1910 to Agematsu and on November 25, 1910 to Kiso-Fukushima . From Hachiōji in the east, the line advanced on August 1, 1901 via Takao to Uenohara, on June 1, 1902 to Torisawa, on October 1, 1902 to Ōtsuki and on February 1, 1903 to Kai-Yamato. This was also associated with the commissioning of the Sasago Tunnel , which was the longest tunnel in Japan until 1931. We continued from Kai-Yamano on June 11, 1903 to Kofu , on December 15, 1903 to Nirasaki, on December 21, 1904 to Fujimi , on November 25, 1905 to Okaya , on June 11, 1906 via Tatsuno to Shiojiri , on December 1, 1909 to Yabuhara and on October 5, 1910 to Miyanokoshi. With the gap between Miyanokoshi and Kiso-Fukushima closed on May 1, 1911, the second continuous rail connection between the metropolises of Tokyo and Nagoya was completed.

On April 19, 1908, the terminus of Ochanomizu was relocated to the temporary Shōheibashi terminus, and from April 1, 1912, the Tokyo line ended in Manseibashi station . With the extension from Manseibashi to Tokyo Station , which was put into operation on March 1, 1919 , the Chūō main line was completed. After the Iidamachi – Shinjuku section had already been expanded to double track in 1895, the double track extended to Nakano in 1906, to Kichijōji in 1910 , to Tachikawa in 1929 and to Takao in 1939. In contrast to the Kōbu Tetsudō, the state railway took a lot of time with electrification. From Nakano, it expanded the electrical operation in 1919 to Kichijōji, 1922 to Kokubunji , 1929 to Tachikawa, 1930 to Takao and 1931 to Kōfu. In the years 1925 to 1933, it expanded the Ochanomizu – Shinjuku line to four tracks. In 1927 it increased the contact wire voltage from 600 V to 1200 V, two years later to the 1500 V common in Japan.

On August 5, 1945, an American P-51 fighter plane shot at a passenger train heading for Nagano near the Inohana tunnel west of Takao , killing 52 people. From 1951 to 1959 the Japanese State Railways operated a 3.2 km long branch line between Mitaka and the temporary Musashino baseball stadium. The following two decades were marked by an extensive expansion program with which the state railway significantly increased the capacity of the Chūō main line. On the one hand it extended the four-track section to Mitaka (completed in 1969), on the other hand it extended several sections west of Takao to two tracks in the years 1962 to 1983. The centerpiece was the commissioning of a second tunnel tube in the Sasago Tunnel on December 12, 1966.

Further development

After an interruption of more than 30 years, the state railway continued electrification: from Kofu the contact wire extended to Kami-Suwa in 1964 and to Shiojiri in 1965; from Nagoya it extended to Mizunami in 1966 and to Nakatsugawa in 1968. With the conversion of the Nakatsugawa – Shiojiri section, the electrification of the Chūō main line was completed on May 27, 1973. The route between Okaya and Tatsuno made a long detour via Tatsuno to avoid a geologically problematic mountain ridge. After technological progress made it possible to drill through faults , work on the Enrei Tunnel began in 1969 . It opened on July 5, 1983 and enabled the distance to be shortened by 16 km and travel time to be reduced by 26 minutes.

As part of the state railroad privatization took place on April 1, 1987, the division of the Chūō main line on two successor companies. The eastern part between Tokyo and Shiojiri became the property of JR East , the western part between Shiojiri and Nagano went to JR Central , while JR Freight took over all freight traffic. On October 1, 2003, JR Central introduced one-man operation for regional trains on the section between Shiojiri and Nakatsugawa.

List of train stations

(For train stations between Tokyo and Takao, see Chūō rapid transit line )

Surname km Connecting lines location place prefecture
Takao – Shiojiri (JR East)
JC24 Takao ( 五郎 丸 ) 053.1 Chūō rapid transit line
Keiō Takao line
Coord. Hachiōji Tokyo
JC25 Sagamiko ( 相 模 湖 ) 062.6 Coord. Sagamihara Kanagawa
JC26 Fujino ( 藤 野 ) 066.3 Coord.
JC27 Uenohara ( 上 野 原 ) 069.8 Coord. Uenohara Yamanashi
JC28 Shiotsu ( 四方 津 ) 074.0 Coord.
JC29 Yanagawa ( 梁 川 ) 077.6 Coord. Ōtsuki
JC30 Torisawa ( 鳥 沢 ) 081.2 Coord.
JC32 Saruhashi ( 猿 橋 ) 085.3 Coord.
JC32 Ōtsuki ( 大 月 ) 087.8 Fuji Kyūkō Line Coord.
Hatsukari ( 初 狩 ) 093.9 Coord.
Sasago ( 笹 子 ) 100.4 Coord.
Kai-Yamato ( 甲 斐 大 和 ) 106.5 Coord. Koshu
Katsunuma-budōkyō ( 勝 沼 ぶ ど う 郷 ) 112.5 Coord.
Enzan ( 塩 山 ) 116.9 Coord.
Higashi-Yamanashi ( 東山 梨 ) 120.1 Coord. Yamanashi
Yamanashishi ( 山 梨 市 ) 122.2 Coord.
Kasugaichō ( 春日 居 町 ) 125.0 Coord. Fuefuki
Isawa Onsen ( 石 和 温泉 ) 127.8 Coord.
Sakaori ( 酒 折 ) 131.2 Coord. Kofu
Kofu ( 甲 府 ) 134.1 Minobu line Coord.
Ryūō ( 竜 王 ) 138.6 Coord. Quay
Shiozaki ( 塩 崎 ) 142.7 Coord.
Nirasaki ( 韮 崎 ) 147.0 Coord. Nirasaki
Shimpu ( 新 府 ) 151.2 Coord.
Anayama ( 穴 山 ) 154.7 Coord.
Hinoharu ( 日 野 春 ) 160.1 Coord. Hokuto
Nagasaka ( 長坂 ) 166.3 Coord.
Kobuchizawa ( 小淵 沢 ) 173.7 Koumi line Coord.
Shinano-Sakai ( 信 濃 境 ) 178.2 Coord. Fujimi Nagano
Fujimi ( 富士 見 ) 182.9 Coord.
Suzurannosato ( す ず ら ん の 里 ) 186.1 Coord.
Aoyagi ( 青 柳 ) 188.0 Coord. Chinos
Chino ( 茅 野 ) 195.2 Coord.
Kami-Suwa ( 上 諏 訪 ) 201.9 Coord. Suwa
Shimo-Suwa ( 下 諏 訪 ) 206.3 Coord. Shimosuwa
Okaya ( 岡 谷 ) 210.4 Tatsuno branch line Coord. Okaya
Midoriko ( み ど り 湖 ) 218.2 Coord. Shiojiri
Shiojiri ( 塩 尻 ) 222.1 Tatsuno Branch
Line Shinonoi Line
Coord.
Tatsuno Branch Line (JR East)
Okaya ( 岡 谷 ) 000.0 Main line Okaya Nagano
Kawagishi ( 川 岸 ) 003.5 Coord.
Tatsuno ( 辰 野 ) 009.5 Iida line Coord. Tatsuno
Shinano-Kawashima ( 信 濃 川島 ) 013.9 Coord.
Ono ( 小野 ) 017.8 Coord.
Shiojiri ( 塩 尻 ) 027.7 Main
Shinonoi Line
Shiojiri
Shiojiri – Nakatsugawa (JR Central)
Shiojiri ( 塩 尻 ) 222.1 Tatsuno Branch
Shinonoi Line
Shiojiri Nagano
Seba ( 洗馬 ) 226.3 Coord.
Hideshio ( 日出 塩 ) 231.0 Coord.
Niekawa ( 贄 川 ) 236.2 Coord.
Kiso-Hirasawa ( 木 曽 平 沢 ) 241.4 Coord.
Narai ( 奈良 井 ) 243.2 Coord.
Yabuhara ( 藪 原 ) 249.8 Coord. Kiso-mura
Miyanokoshi ( 宮 ノ 越 ) 255.5 Coord. Kiso-machi
Harano ( 原野 ) 258.3 Coord.
CF30 Kiso-Fukushima ( 木 曽 福島 ) 263.8 Coord.
CF29 Agematsu ( 上 松 ) 271.1 Coord. Agematsu
Kuramoto ( 倉 本 ) 277.7 Coord.
Suhara ( 須 原 ) 282.5 Coord. Ōkuwa
Ōkuwa ( 大 桑 ) 285.8 Coord.
Nojiri ( 野 尻 ) 288.8 Coord.
Jūnikane ( 十二 兼 ) 292.5 Coord. Nagiso
CF23 Nagiso ( 南 木 曽 ) 298.0 Coord.
Tadachi ( 田 立 ) 304.3 Coord.
Sakashita ( 坂 下 ) 307.1 Coord. Nakatsugawa Gifu
Ochiaigawa ( 落 合川 ) 313.2 Coord.
CF19 Nakatsugawa ( 中 津 川 ) 317.0 Coord.
CF18 Mino-Sakamoto ( 美 乃 坂 本 ) 323.4 Coord.
CF17 Ena ( 恵 那 ) 328.6 Akechi line Coord. Ena
CF16 Takenami ( 武 並 ) 334.0 Coord.
CF15 Kamado ( 釜 戸 ) 339.4 Coord. Mizunami
CF14 Mizunami ( 瑞 浪 ) 346.8 Coord.
CF13 Tokishi ( 土 岐 市 ) 353.7 Coord. Toki
CF12 Tajimi ( 多 治 見 ) 360.7 Taita line Coord. Tajimi
CF11 Kokokei ( 古 虎 渓 ) 365.3 Coord.
CF10 Jōkōji ( 定 光寺 ) 368.8 Coord. Kasugai Aichi
CF09 Kōzōji ( 高 蔵 寺 ) 372.9 Aichi ring line Coord.
CF08 Jinryō ( 神 領 ) 376.1 Coord.
CF07 Kasugai ( 春日 井 ) 378.8 Coord.
CF06 Kachigawa ( 勝 川 ) 381.9 Jōhoku line Coord.
CF05 Shin-Moriyama ( 新 守 山 ) 384.6 Coord. Nagoya
CF04 Ōzone ( 大 曽 根 ) 387.1 Meitetsu Seto Line
Subway: Meijō Line Tracked Bus
: Yutorito Line
Coord.
CF03 Chikusa ( 千種 ) 389.8 Subway: Higashiyama Line Coord.
CF02 Tsurumai ( 鶴 舞 ) 391.3 Subway: Tsurumai Line Coord.
CF01 Kanayama ( 金山 ) 393.6 Tōkaidō Main Line
Meitetsu Nagoya Main Line
Coord.
CF00 Nagoya ( 名古屋 ) 396.9 Tōkaidō Shinkansen
Kansai Main Line
Tōkaidō Main Line
Aonami Line
in the subway station. Nagoya:
Higashiyama Line
Sakuradōri Line
at Kintetsu Station Nagoya :
Kintetsu Nagoya Line
at Meitetsu Nagoya Station :
Meitetsu Nagoya Main Line
Coord.

literature

  • Dan Free: Early Japanese Railways 1853-1914: Engineering Triumphs That Transformed Meiji-era Japan . Turtle Publishing, Clarendon 2014, ISBN 978-4-8053-1290-2 .
  • Kenji Nakamura: 中央 線 誕生 - 甲 武 鉄 道 の 開業 に 賭 け た 挑 戦 者 た ち . Honnofūkeisha, Tokyo 2003, ISBN 978-4-925187-31-2 .
  • 中部 ラ イ ン - 全線 ・ 全 駅 ・ 全 配線 . 3 八 王子 駅 - 松本 エ リ ア. Kōdansha, Bunkyō 2010, ISBN 978-4-06-270063-4 .
  • 中部 ラ イ ン - 全線 ・ 全 駅 ・ 全 配線 . 4 塩 尻 駅 - 名古屋 東部 エ リ ア. Kōdansha, Bunkyō 2010, ISBN 978-4-06-270064-1 .

Web links

Commons : Chūō main line  - collection of images, videos and audio files

Individual evidence

  1. Hiroshi Kubota: 鉄 道 工 学 ハ ン ド ブ ッ ク . Railway technology manual. Grand Prix, Chiyoda 1997, ISBN 4-87687-163-9 , pp. 148 .
  2. 夏 の 増 発 列車 の お 知 ら せ. (PDF, 1.4 MB) JR East , May 18, 2018, accessed May 25, 2019 (Japanese).
  3. a b c d e JR 時刻表 2018 年 3 月 号 (JR timetable March 2018). Kōtsū shinbunsha, Tokyo 2018.
  4. 2019 年 3 月 ダ イ ヤ 改正 に つ い て. (PDF, 783 kB) JR East , December 14, 2018, accessed May 25, 2019 (Japanese).
  5. Tetsudō fan . Koyusha, Naha July 2009, pp. 50 .
  6. さ ら ば い に し え の ジ ョ イ ン ト 音 . In: Tetsudō Fan . Koyusha, Naha July 2012, pp. 73 .
  7. Free: Early Japanese Railways 1853-1914. Pp. 110-111.
  8. Free: Early Japanese Railways 1853-1914. Pp. 125-127.
  9. 甲 武 鉄 道 新宿 八 王子 間 開通 祝賀 式. In: Yomiuri Shimbun . National Parliamentary Library digital archive , August 14, 1889, accessed May 25, 2019 (Japanese).
  10. 運輸 開業 免 許 状 下 付. In: Official Gazette. National Library of Parliament, April 6, 1895, accessed May 25, 2019 (Japanese).
  11. 電車 開始 並 停車場 設置. In: Official Gazette. National Library of Parliament, August 29, 1904, accessed May 25, 2019 (Japanese).
  12. 電車 運 転 開始. In: Official Gazette. National Library of Parliament, January 12, 1905, accessed May 25, 2019 (Japanese).
  13. Eiichi Aoki: 鉄 道 の 地理学 . WAVE Publishing, Chiyoda 2008, ISBN 978-4-87290-376-8 , pp. 94 .
  14. a b Tamotsu Imada: 中央 本 線 歴 史 の 興味 . In: Tetsudō Pikutoriaru . No. 869 . Denkisha kenkyūkai, Chiyoda November 2012, p. 10-23 .
  15. 都市化 の 進展 と 鉄 道 技術 の 導入. Japanese Institute for Economic Development, accessed May 25, 2019 (Japanese).
  16. Tomimura Sasaki, Ryōichi Amitani: 続 事故 の 鉄 道 史 . Nipponkeizai hyōron-sha, Chiyoda 1995, p. 77-91 .
  17. 中央 本 線 三 鷹 ・ 武 蔵 野 競技場 前 間 の 運輸 営 業 は 廃 止 す る 件 (Public Notice No. 386). Japanese State Railways , October 26, 1959.
  18. Yuishiro Kichi: The Central Highlands and Hokuriku Regions. (PDF, 1.5 MB) In: Railway Operators in Japan 9. East Japan Railway Culture Foundation, July 2003, accessed on May 25, 2019 .
  19. Tetsu Ishino (Ed.): 停車場 変 遷 大事 典 国 鉄 ・ JR . JTB, Tokyo 1998, ISBN 4-533-02980-9 (station change directory JNR / JR).