Keiō Dentetsu
| Keiō Dentetsu
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|---|---|
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| legal form | Kabushiki-gaisha |
| ISIN | JP3277800003 |
| founding | June 1, 1948 (as Keiō Teito Dentetsu) |
| Seat | Tama , Japan |
| Number of employees | 2,549 (2019) |
| sales | JPY 447.5 billion (2018/19) |
| Branch | Railway company |
| Website | www.keio.co.jp |
The Keiō Dentetsu ( Japanese. 京 王 電 鉄 株式会社 , Keiō Dentetsu Kabushiki-gaisha ; English Keio Corporation ) is a Japanese railway company based in Tama in Tokyo Prefecture . It is the core company of the Keio Group , which consists of more than 50 companies that operate in the areas of transportation, retail and real estate , among other things . It is traded in the first segment of the Tokyo Stock Exchange and is included in the Nikkei 225 share index. The name Keiō ( 京 王 ) is derived from a Kanji character of each of the two largest developed cities, namely Tokyo ( 東京 ) and Hachiōji ( 八 王子 ). The route network connects the western suburbs of Tokyo ( Chōfu , Fuchū , Hachiōji, Hino , Inagi , Tama) and Sagamihara in Kanagawa Prefecture with the central Tokyo stations Shinjuku and Shibuya .
Route network
The core business of Keiō Dentetsu is the operation of an 88.3 kilometer long railway network in the west of the Tokyo area. It consists of seven lines:
| Name of the line | route | length | Gauge | opening |
|---|---|---|---|---|
| Keiō line | Shinjuku - Keiō-Hachiōji | 37.9 km | 1372 mm | 1913 |
| New Keiō line | Shinjuku - Sasazuka | 3.6 km | 1372 mm | 1980 |
| Keiō Dōbutsuen line | Takahatafudō - Tama-Dōbutsukōen | 2.0 km | 1372 mm | 1964 |
| Keiō Inokashira lineage | Shibuya - Kichijōji | 12.7 km | 1067 mm | 1934 |
| Keiō Keibajō line | Higashi-Fuchū - Fuchūkeiba-seimommae | 0.9 km | 1372 mm | 1955 |
| Keiō Sagamihara lineage | Chofu - Hashimoto | 22.6 km | 1372 mm | 1916 |
| Keiō Takao Line | Kitano - Takaosanguchi | 8.6 km | 1372 mm | 1931 |
Two lines are closed:
| Name of the line | route | length | Gauge | Shutdown |
|---|---|---|---|---|
| Keiō Goryō line | Kitano - Tamagoryō-mae | 6.3 km | 1372 mm | 1945 |
| Musashi Chūō Denki Tetsudō | Keiō-Hachiōji - Takaobashi | 8.4 km | 1067 mm | 1939 |
Due to the historical development, the route network consists of two sub-networks with different gauges . The much larger part is laid in the so-called "Scottish gauge" of 1372 mm, which in Japan only occurs on some trams and on an underground line, but not on other railway lines. It corresponds to the gauge of the Tokyo tram to this day . The Inokashira line is the only one to be laid in the usual cape track of 1067 mm. In Meidaimae you can switch between the subnets. All routes are electrified with 1500 V DC . There are four depots at Wakabadai on the Sagamihara Line, at Sakurajōsui and Takahatafudō on the Keiō Line and at Fujimigaoka on the Inokashira Line.
In the 1950s, the regulatory authorities sought to change the gauge of the Keiō line and the subsequent branch lines to standard gauge (1435 mm). This should enable the connection to the planned Toei Shinjuku line of the Tokyo subway . Keiō refused this request; On the one hand, the conversion costs would have been very high, on the other hand, the transport capacity would have had to be restricted too severely during the conversion phase. For this reason, the Toei Shinjuku line was built instead as the only subway line in Japan with a gauge of 1372 mm.
Trains
In addition to local trains, which stop at all stations, Keiō Dentetsu also offers a wide range of express and express trains to and from Shinjuku . There is usually no need to change to the two most important branches (Takao and Sagamihara lines), as continuous connections are the rule. The only ones subject to a surcharge and the fastest are the Keio liners on the Keiō line to Hachiōji and on the Sagamihara line to Hashimoto . A seat reservation is required for these trains, which have been on offer since February 2018. Other express and express trains without a reservation requirement are designated Special Express , Semi Special Express , Express , Semi Express and Rapid . Express trains also run on the Inokashira line , which is completely separate from the rest of the route network . A special feature is the New Keiō Line , which runs largely underground parallel to the Keiō Line. It relieves the main line and enables a seamless transition from and to the Toei Shinjuku line in Shinjuku .
Since 1973 Keiō Dentetsu has been offering "priority seats" on its trains. These specially marked seats in all coaches are reserved for the physically handicapped, the elderly, pregnant women and people with small children. On December 7, 2000, Keiō was the first Japanese railway company to introduce special women's wagons . This is to protect female passengers from sexual harassment in overcrowded trains (see Chikan ). These trolleys are used during rush hour and can also be used by children of both sexes and by disabled people with accompanying persons.
logo
The used today the company logo was introduced in 1989 and is also the symbol of the entire group. The capital letters in Latin script and the design of the K in the form of an arrow are intended to express speed and dynamism. There is both a colored and a black and white version. The latter is accentuated by six stripes where a different color is otherwise used.
Prior to 1989, the company used a badge modeled after a traditional Mon emblem. It consists of a wheel and the stylized Kanji character 京 (kyo) for “capital” superimposed on it .
Group of companies
The railway company Keiō Dentetsu is the core of the Keio Group, which consists of over 50 companies . In the transport sector, this includes the cog railway companies Mitake Tozan Tetsudō and Takao Tozan Dentetsu , the bus companies Keiō Dentetsu Bus and Nishi Tōkyō Bus, as well as freight forwarding and taxi companies. In addition, there are real estate trading and major retail companies such as Keio Store and Keio Department Store . With the Keio Rail-Land , the group operates its own railway museum.
On March 31, 2019, the main shareholders of Keiō Dentetsu included The Master Trust Bank of Japan (7.33%), Nihon Seimei Hoken (5.03%), Taiyō Seimei Hoken (4.80%), Nippon Trustee Service Shintaku Ginkō (4.40%), Sumitomo Mitsui Shintaku Ginkō (2.99%), Dai-ichi Seimei Hoken (2.60%), Mitsubishi Tōkyō UFJ Ginkō (1.73%) and Fukoku Seimei Hoken (1.57% ).
history
Today's Keiō Dentetsu goes back to two different companies, the Keiō Denki Kidō ( 京 王 電 気 軌道 ) with the Keiō line and the Teito Dentetsu ( 帝都 電 鉄 ) with the Inokashira line . Both were independent for several decades, which is why they are described in more detail below.
Keiō Denki Kidō
In December 1905, the recently founded company Nihon Denki Tetsudō asked for the first time a concession to build an electric suburban railway west of Tokyo. It was renamed Musashi Denki Kidō in 1906 and renewed the request with a changed route, which essentially corresponds to today's Keiō line . The project progressed only slowly, which is why on September 21, 1910 a new establishment under the name Keiō Denki Kidō and with a share capital of 1.25 million yen took place. The company belonging to Morimura- Zaibatsu did not yet have its own railway line and was therefore initially active in supplying electricity to the cities of Chōfu , Fuchū and Tama and several surrounding communities.
The opening of the first section between the Sasazuka and Chōfu stations took place on April 15, 1913. Since the line had been licensed under the Tram Act, its track gauge was 1372 mm instead of the cape gauge (1067 mm) customary for railways . It was thus the same width as the Tokyo tram and has remained unchanged to this day - in contrast to the lines of Keisei Dentetsu and Keikyū , which were later re-gauged. In 1915 the route reached in the east to Shinjuku , in 1916 in the west to Fuchu . Keiō founded the subsidiary Gyokunan Tetsudō ( 玉 南 電 気 鉄 道 ) in 1922 , which in 1925 opened a Cape-gauge line from Fuchū to Higashi-Hachiōji (now Keiō-Hachiōji ), which was licensed under the newly introduced Local Railway Act. The route runs a short distance parallel to the Chūō main line , which is why the state did not pay the promised funding.
On December 1, 1926, the Gyokunan Tetsudō went on in its parent company. Half a year later, the gauge change of the connecting line west of Fuchū was completed, which made it possible to offer through trains from Shinjuku to Hachiōji after the timetable change in May 1928. With the Goryō line , Keiō took the first branch line into operation in 1931. In February 1937, the majority of shares went from Morimura-Zaibatsu to the energy supply company Dai Nihon Denryoku . In 1938, Keiō acquired the Musashi Chūō Denki Tetsudō , which was competing with the Goryō line, in the city of Hachiōji and shut down its tram-like route a year later. Also in 1938, Keiō got into real estate trading and bus transport.
Teito Dentetsu
In 1927 and 1928, two railway companies were established that wanted to build new suburban lines in the southwest of Tokyo: on the one hand the Shibuya Kyūkō Denki Tetsudō , on the other hand the Tōkyō Kōgai Tetsudō . They merged on February 1, 1931 and traded under the name Teito Dentetsu from June 19, 1933 . The company was under the control of the Kinugawa Suiryoku utility company . In July 1931, construction began on the Cape Inokashira Line between Shibuya and Inokashira-kōen. The line, then known as the Shibuya Line, went into operation in 1933, and a year later it was extended to Kichijōji . On May 1, 1940, the Teito Dentetsu merged with the railway company Odawara Kyūkō Tetsudō , which was also under the umbrella of the Kinugawa Suiryoku . Since the latter lost its main business due to the forced nationalization of the electricity industry, it merged with its subsidiary. from which on March 1, 1941 the Odakyū Dentetsu arose.
Merger and spin-off
After the outbreak of the Pacific War , the Japanese government sought to improve the efficiency of smaller private transport companies. To this end, in 1938 she passed the “Law for the Coordination of Land Transport Companies”, which enabled her to arrange mergers into larger units , especially in the metropolitan areas . First, in the first half of 1942, Keiō had to cede all bus lines in the city of Tokyo to the city administration (today Toei Bus ), then in the same year, based on the National Mobilization Act, the entire electricity supply to the Kantō Haiden (predecessor of Tepco ). After the Odakyū and Keikyū railway companies had already merged with the Tokyū on May 1, 1942 , the Keiō Denki Kidō had to join the major competitor on May 31, 1944 and became part of the Daitōkyū conglomerate, which is now the predominant part of the non-state Controlled rail traffic in the southwest of the Tokyo metropolitan area.
As the war progressed, both the Keiō Line and the Inokushima Line suffered severe damage from air strikes by the United States Army Air Forces . To support the rationing measures, the government declared various branch lines as "non-urgent," including the Goryō Line, which was shut down in 1945 and then dismantled. Two years after the end of the war, the shareholders decided on November 26, 1947 at an extraordinary meeting to dissolve the financially troubled Daitōkyū conglomerate through spin-offs . This process took place on June 1, 1948. It took over the newly created Keiō Teito Dentetsu ( 京 王 帝都 電 鉄 ) in addition to the previous Keiō route network and the Inokashira line.
Keiō Teito Dentetsu and Keiō Dentetsu
The business situation was not particularly good at first: in 1948 the company had the lowest profitability of all private railways in Tokyo. Despite the large investment backlog due to the repair of war damage and the urgently needed modernization of existing facilities, she planned to take over the Shimogawa line from the Japanese State Railways . However, this project did not materialize. In 1949, the Keiō Teito Dentetsu introduced express trains for the first time, and in 1953 they entered the tourism business. In 1955 she made an expansion of the route network for the first time after the war when she took the Keibajō line to the Tokyo Racecourse into operation. She also began to take over several smaller bus companies. In 1959, the company diversified into retail, which soon developed into a significant business area. In 1964, the Dōbutsuen line opened to the Tama Zoo .
In the 1960s, the Keiō Teito planned several new routes, but only two of them could be implemented: The Takao Line , opened in 1967, used part of the existing route of the Gōryo Line. In addition, the Sagamihara line to Tama Center was opened in 1971/74 , opening up the newly built planned town of Tama New Town , the largest of its kind in Japan. To stimulate the excursion traffic to Mount Mitake , the Keiō Teito Dentetsu acquired the Mitake Tozan Tetsudō rack railway in 1972 . The 1978 opened New Keio line enabled a significant relief of the most heavily used route section between Sasazuka and Shinjuku, as well as by binding to two years later completed Shinjuku Line subway. With the extension of the Sagamihara line to Hashimoto , the expansion of the route network was completed in 1990.
On the occasion of the company's 50th anniversary, the Keiō Teito Dentetsu was renamed to Keiō Dentetsu on July 1, 1998. As part of a restructuring of the group, bus traffic was outsourced on August 1, 2002 to the newly founded subsidiary Keiō Dentetsu Bus . Another funicular, the Takao Tozan Dentetsu to Mount Takao , became the property of the Keio Group in March 2017.
Web links
- Official Website (Japanese, English, Chinese, Korean, French)
Individual evidence
- ↑ Keiō Dentetsu KK: 会 社 概要
- ↑ a b c 有 価 証券 報告 書. (PDF, 2.6 MB) (Annual Report 2018/19). Keiō Dentetsu, 2019, accessed January 17, 2020 (Japanese).
- ^ Tetsudō Kyoku . In: Ministry of Land, Infrastructure, Transport and Tourism (ed.): Tetsudō Yōran (Heisei 20 Nendo) . Denkisha Kenkyūkai, Tokyo 2008, ISBN 978-4-88548-112-3 .
- ↑ Sadao Shirato: ち ば の 鉄 道 一 世紀 . Ron shobō shuppan, Nagareyama 1996, ISBN 978-4-8455-1027-6 .
- ↑ 京 王 ラ イ ナ ー 2 月 22 日 発 進 座席 指定 一律 400 円. Sankei News, January 24, 2018, accessed January 17, 2020 (Japanese).
- ^ A b Train manners and awareness. Keiō Dentetsu, 2020, accessed January 17, 2020 .
- ↑ Ilse Lenz , Michiko Mae (ed.): The women's movement in Japan. Wiesbaden 2010, ISBN 978-3-531-14730-7 .
- ↑ 京 王 ハ ン ド ブ ッ ク 2018. (PDF, 710 kB) (Keio Handbook 2018). Keiō Dentetsu, 2018, p. 4 , accessed January 17, 2020 (Japanese).
- ↑ Yūki Narita: 京 王 電 鉄 の ロ ゴ に つ い て. (PDF, 16 MB) In: SUBWAY, No. 205. Nihon chikatetsu kyōkai, May 2015, p. 50 , accessed on January 17, 2020 (Japanese).
- ↑ a b c d e f g h Keiō Dentetsu (Ed.): 京 王 ハ ン ド ブ ッ ク 2016 . (Keiō Handbook 2016). Tama 2016.
- ↑ 京 王 電 鉄 50 年 史 (第 3 部 第 5 章 2. 愛 さ れ る 京 王 へ). Keiō Dentetsu, 2020, accessed January 17, 2020 (Japanese).
Current Lines: Dōbutsuen Line | Inokashira line | Keibajō Line | Keiō line | New Keiō line | Sagamihara line | Takao line
Disused Lines: Goryō Line | Musashi Chūō Denki Tetsudō