Yokosuka line
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Class E217 multiple unit at Zushi
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Route length: | 73.3 km | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Gauge : | 1067 mm ( cape track ) | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Power system : | 1500 V ~ | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Top speed: | 120 km / h | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Dual track : | Tokyo - Yokosuka | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Society: | JR East | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The Yokosuka Line ( Japanese 横須賀 線 , Yokosuka-sen ) is a railway line on the Japanese island of Honshū , which is operated by the JR East railway company . In the south of the Tokyo metropolitan area , it connects the capital Tokyo with the cities of Yokohama , Kamakura and Yokosuka in Kanagawa Prefecture . Officially, only the section south of the urafuna station on the Miura Peninsula is called the Yokosuka Line. However, JR East uses these for the entire route from Tokyo. There is a link to the Sōbu rapid transit line to and from Chiba .
Route description
The route laid in Cape gauge (1067 mm) is electrified with 1500 V DC . In a broader sense, it extends from Tokyo Station to Kurihama in the south of the Miura Peninsula and is 73.3 km long. Since the trains of the Yokosuka line use the routes of several other lines, it only includes the 23.9 km long section between Ōfuna and Kurihama. With the exception of the single-track section south of Yokosuka , the line is double-tracked. The maximum speed is 95 km / h between Ōfuna and Yokosuka and 65 km / h between Yokosuka and Kurihama, otherwise 120 km / h. Freight trains run to Zushi .
The northern starting point is the four-track tunnel station under the central Tokyo station , where there is a link with the Sōbu high-speed train line coming from Chiba (both lines thus form an operational unit). The Tokyo tunnel with the underground Shimbashi intermediate station comes to the surface shortly before Shinagawa . Then the trains switch to the Hinkaku Line , which initially runs southwest parallel to (and partly under) the tracks of the Tōkaidō-Shinkansen high-speed line. In Nishi-Ōi station , she meets the Shōnan-Shinjuku line . After crossing several railway lines and the Tama River , the trains from Musashi-Kosugi continue on the Hinkaku Line in a southerly direction. Shortly before the bridge over the Tsurumi, it reaches the traffic corridor, which is shared by the Tōkaidō main line and the Keihin-Tōhoku line . In parallel to these routes, the Yokosuka trains use their own tracks.
While the parallel route with the Keihin-Tōhoku line ends in Yokohama station , the trains continue to run parallel to the Tōkaidō main line (sometimes also parallel to the Tōkaidō freight line ) to Ōfuna. This is where the actual Yokosuka Line begins and there is a connection to the Negishi Line and the Shōnan Monorail . The Kamakura depot is passed a little south of it . In Kamakura Station can access the Enoshima Dentetsu line are switched. Zushi is one of the two terminus of the Shōnan-Shinjuku line.
The Numama Tunnel and the Taura Tunnel lead the route from Sagami Bay east over to Tokyo Bay . Taura train station is located exactly between these two tunnels. Since the platform there is too short for the usual trains with eleven cars, the first car stops in one of the tunnels. For this reason, the doors remain closed and you can neither get in nor out. When Station Yokosuka the route passes through the base of the Japanese Maritime Self-Defense Forces . It turns south again, leads through the 2089 meter long Yokosuka tunnel and finally reaches Kurihama.
Trains
Local trains usually stop at all train stations. They share the route between the Nishi-Ōi and Zushi stations with trains on the Shōnan-Shinjuku line . Depending on the time of day, this results in an offer of five to eight trains per hour on working days. On the Yokosuka Line in the narrower sense, the trains, which are made up of eleven cars, travel the entire route to the Kurihama terminus . In addition, there are individual trains with 15 cars that only run as far as Zushi due to the limited space in the southernmost section of the route. Six short trains in the marginal hours (three on public holidays) are limited to the Zushi – Kurihama section.
In the city-side terminus, Tokyo station , almost all trains on the Yokosuka line are routed to the adjoining Sōbu rapid transit line. This leads to Chiba , where the routes of the direct connections branch out. From there, trains run to either Kazusa-Ichinomiya on the Sotobō Line , Kimitsu on the Uchibō Line , Kashimajingū on the Kashima Line , Narutō on the Sōbu Main Line or Narita Airport on the Narita Line .
On weekends and public holidays, the offer is supplemented by the Holiday Rapid Kamakura . This express train runs from Minami-Koshigaya over the Musashino Line , Yokohama and Ōfuna to Kamakura . During the main tourist season, isolated trains of the Narita Express run on weekends via the actual terminus Ōfuna to Yokosuka . The freight trains operated by JR Freight travel from Zushi on the Negishi Line and on the Tōkaidō Main Line . In the station Zushi one branches siding to the work of the rail vehicle manufacturer J-TREC from, will be delivered on the new vehicles.
photos
history
The trigger for the construction of the Yokosuka Line was a letter dated June 22, 1886 to Prime Minister Itō Hirobumi . In it, Minister of the Navy Saigō Jūdō and Minister of the Army Ōyama Iwao, on behalf of the Imperial Navy and the Imperial Army, called for better development of the extensive defenses on the Miura Peninsula between Tokyo Bay and Sagami Bay . This is essential in order to be able to repel possible invaders quickly. On March 10, 1887, the cabinet approved the construction of the route and the survey began a few weeks later on April 22. The actual construction work began in January 1888.
The later separation station Ōfuna went into operation on November 1, 1888. On March 12, 1889, the court train was the first to travel the route that had just been completed to get Emperor Meiji to launch a warship in the Yokosuka naval shipyard. Scheduled traffic on the 15.9 km section between Ōfuna and Yokosuka station began three months later on June 16. When the railway administration introduced route names in 1895, they regarded the route to Yokosuka as a branch line of the Tōkaidō main line ; In 1909 she gave it the name that is still used today. During the First World War , freight traffic in particular increased significantly, which is why the Railway Office of the Cabinet (later the Ministry of Railways ) pushed ahead with the double-track expansion. A second track was available from August 12, 1914 between Zushi and the Numama signal station, from September 13, 1916 between Ōfuna and Kamakura , in March 1917 between Kamakura and Zushi, on October 20, 1920 between the Numama and Taura signal station and on September 25, 1917 between Kamakura and Zushi. December 1924 between Taura and Yokosuka.
There have been individual direct trains from the capital to Yokosuka since 1892, initially from Shimbashi , and since 1914 from the newly opened Tokyo station . In order to increase the attractiveness of the connection, work began on the electrification of the Yokosuka line in June 1922. After a trial run from July 1925, the Ministry of Railways began regular electrical suburban traffic on December 13 of the same year. This resulted in a significant reduction in travel time between Tokyo and Yokosuka. At the beginning of 1925 it was 110 minutes, after the introduction of a regular timetable and railcars on March 15, 1930 it was still 68 minutes. In addition to military use, the importance of excursion traffic began to increase. During the Pacific War , the government shut down or dismantled a number of "non-urgent" routes in other regions in order to reuse rails and other materials in strategically more important locations. The Yokosuka Line, which was extended by eight kilometers to Kurihama on April 1, 1944, benefited from this measure .
After the end of the war, the volume of military freight traffic on the Yokosuka line decreased significantly, but the importance of commuter traffic increased steadily due to the onset of suburbanization . In the Tsurumi railway accident on November 9, 1963, in which 162 people died, a train on the Yokosuka Line was involved, which was en route from Kurihama to Tokyo. On June 16, 1968, shortly before Ōfuna, an explosive device exploded in a train coming from Yokosuka, killing one person and injuring 14 others.
From the 1970s onwards, the Japanese State Railways pursued the strategy of better linking various suburban lines in the Tokyo area. Among other things, this was provided for the Yokosuka line and the Sōbu main line . The first stage of implementation was the commissioning of the Sōbu rapid transit line on July 15, 1972 with a new tunnel station under Tokyo station. This was followed by a tunnel on October 1, 1976 until shortly before Shinagawa . The capacity limit of the routes running in the corridor between Tokyo and Yokohama had already been reached, which is why an additional route was essential to expand the service . The Hinkaku Line , a freight line that has only been underutilized since the Musashino Line was opened in 1973 and has been adapted to the new requirements, offered itself for this purpose . The commissioning of the continuous suburban traffic from the Yokosuka line to the Sōbu rapid transit line took place on October 1, 1980.
For cost reasons, the state railway stopped freight traffic between Yokosuka and Kurihama on October 1, 1974, and between Zushi and Yokosuka on February 1, 1984. As part of the privatization of the state railway, the line went into the possession of the new company JR East on April 1, 1987 , while JR Freight took over the freight traffic to Zushi. On December 1, 2001, JR East introduced the Shōnan Shinjuku line , which almost exclusively uses existing routes; one of its two southern branches has since supplemented the train service between Ōfuna and Zushi.
List of train stations
Web links
- JR East route network (PDF, 1.2 MB)
Individual evidence
- ↑ a b c d 横須賀 線 ・ 湘南 新宿 ラ イ ン . In: 首都 圏 鉄 道 完全 ガ イ ド 主要 JR 路線 編 . Kōtsū shimbun, Tokyo December 2013, p. 121-130 .
- ↑ a b JR 時刻表 2019 年 3 月 号 (JR timetable March 2019). Kōtsū shinbunsha, Tokyo 2019.
- ↑ Satoshi Kubo: プ レ イ パ ッ ク ・ 展望 館 郊外 電車 誕生 横須賀 線 -3 . In: Tetsudō Fan . tape 58 , no. 4 . Koyusha, Naha April 2018, pp. 116-121 .
- ↑ Satoshi Kubo: プ レ イ パ ッ ク ・ 展望 館 郊外 電車 誕生 横須賀 線 -3. Pp. 114-119.
- ↑ Yasumitsu Kanie: 横須賀 線 を 訪 ね る 120 年 歴 史 の 旅 . Kōtsū Shimbunsha, Tokyo 2010, ISBN 978-4-330-11810-9 , pp. 40-41 .
- ↑ 横須賀 線 を 訪 ね る 120 年 歴 史 の 旅. P. 45.
- ↑ 横須賀 線 を 訪 ね る 120 年 歴 史 の 旅. P. 61.
- ↑ 横須賀 線 を 訪 ね る 120 年 歴 史 の 旅. P. 63.
- ↑ JR 横須賀 線 「久 里 浜 駅」. Nishikawa Ocean Park, December 17, 2019, accessed May 27, 2020 .
- ↑ 図 説 鶴 見 事故. Kiwa yuni shiryō-shitsu, archived from the original on November 2, 2016 ; Retrieved May 28, 2020 (Japanese).
- ↑ Otohiko Kaga : 死刑 囚 の 記録 . Chūōkōronshinsha, Tokyo 1980, ISBN 978-4-12-100565-6 , pp. 194-203 .
- ↑ Ryō Yamada: 横須賀 線 と 総 武 快速 線 - 通勤 5 方面 作 戦 が も た ら し た 異 な る 沿線 文化 同 士 の 直通 運 転 . In: Tetsudō Pikutoriaru . tape 68 , no. 3 . Denkisha kenkyūkai, Chiyoda, S. 10-24 .
- ↑ Tetsu Ishino (Ed.): 停車場 変 遷 大 辞典 国 鉄 ・ JR 編 (station change directory JNR / JR) . JTB, Tokyo 1998, ISBN 4-533-02980-9 .
- ^ Rival Railway Story, JR East vs. Tokyu. Tokyo Railway Labyrinth, February 14, 2012, accessed May 28, 2020 .