Chuo Line (Rapid) (中央線快速): History & Facts

History

Most of the route was built by the Kōbu Railway in the Meiji era. The first section, Tachikawa–Shinjuku, opened on 11 April 1889, and the Tachikawa–Hachioji section followed on 11 August 1889. At first there were only four round trips a day, and with west Tokyo still thinly populated the only intermediate stations were Nakano, Sakai (now Musashi-Sakai), Kokubunji and Tachikawa. Rising ridership brought electrification of the Nakano–Iidamachi section, at 600 V DC, in August 1904, making the line the first rapid electric railway in Tokyo, and service reached Ochanomizu on 31 December 1904. The Kōbu Railway was nationalised under the Japanese Government Railways on 1 October 1906; the line then pushed east into central Tokyo, reaching the current Tōkyō terminus on 1 March 1919.

The line took its modern shape between the wars: by 1930 it was electrified from Tōkyō to Asakawa (now Takao), and the Ochanomizu–Nakano corridor was completed as a four-track line in the early 1930s as part of the reconstruction after the Great Kantō earthquake. On 15 September 1933 limited-stop ‘express trains’ (kyūkō densha) began on the new pair of tracks — the direct precursor of today’s rapid service. After the Second World War the Japanese Government Railways became Japanese National Railways (JNR) and the western suburbs grew explosively; trains were lengthened to ten cars by 1956 and crowding grew so severe that the line earned the nickname of the ‘Murder Line’. The JNR 101 series, from 1957, brought the orange-vermillion livery (JNR Vermillion No. 1) that became the line’s signature colour. All-day express running on weekdays began in November 1959, and in March 1961 the express trains were renamed ‘Rapid’ (kaisoku) to avoid confusion with fare-surcharged long-distance trains.

From the 1960s JNR fought the overcrowding through its ‘Commuting Five Directions Operation’ plan. The line was quadruple-tracked between Nakano and Ogikubo in April 1966 and on to Mitaka in April 1969, allowing the Chūō–Sōbu local trains to be extended there; the Tozai subway reached Nakano in 1966, and the resulting through-running onto the Chūō–Sōbu Line was the first through service JNR ever ran. A faster Special Rapid (later the Chūō Special Rapid) was introduced on 3 July 1967 to compete with the no-surcharge express of the rival Keio Line; the same day, the JNR commuter-train (kokuden) zone was extended west from Nakano to Takao. The 201 series replaced the 101 series from 1981, after prototypes in 1979, and when JNR was privatised on 1 April 1987 the line passed to the East Japan Railway Company (JR East); further variants followed, including the Commuter Special Rapid in April 1993.

A 209-1000 series rapid service bound for Toyoda entering Tachikawa Station on the Chūō Line (Rapid).うさぎなべ · CC BY-SA 4.0 · Wikimedia Commons

In the 2000s a major continuous grade-separation project elevated the line through the western suburbs to remove the level crossings that the dense service kept shut, which caused traffic congestion and divided neighbourhoods. The Mitaka–Tachikawa works cost ¥180 billion; built in phases from 1999 while trains kept running, the elevation was substantially completed in November 2010 and the wider project finished in March 2014, removing eighteen level crossings. Women-only cars were reintroduced on 5 September 2005, and E233 series trains — still the line’s stock — entered service on 26 December 2006, 688 cars initially being ordered to replace the 201 series, whose last regular run was on 14 October 2010. Station numbering (JC01–JC24) followed in 2016, and on 14 March 2020 the last early-morning and late-night local trains were converted to rapid service, fully separating the line from the Chūō–Sōbu locals. Most recently, two bilevel Green (first-class) cars were added to form twelve-car sets, beginning with a fare-free trial on 13 October 2024; the paid Green Car service began on 15 March 2025.

Crowding and throughput define the line. It has run up to 30 trains an hour at the morning peak since the 1960s; on the Nakano-to-Shinjuku section, the most crowded, congestion stayed above 200 percent until fiscal 2006 and above 180 percent until fiscal 2019, fell to about 116 percent during the COVID-19 pandemic in fiscal 2020, and recovered to 158 percent by fiscal 2023 (Japan’s Ministry of Land, Infrastructure, Transport and Tourism). In recent statistics the line has the highest transport capacity and passenger volume of any rail service in Greater Tokyo. To prevent suicides and other personal-injury accidents, JR East has added platform fencing and mirrors, installed blue lighting (at Ogikubo and Nishi-Ogikubo from September 2009, then, from October, blue LED lights at the 24 stations between Tōkyō and Takao and at 18 level crossings between Tachikawa and Hachioji), and plans platform screen doors along the line by fiscal 2032. For Yamanashi Prefecture the line is, in the prefecture’s own words, the only trunk railway linking it with the metropolitan area; the prefecture notes that the fastest scheduled speed between Kōfu and Shinjuku, 88.4 km/h as of April 2023, falls short of the 100 km/h policy target, and has long pressed JR East for faster, more convenient service.

Stations on this line

24 stations in route order, from the timetable data on the map. Select any to read its page.

Timeline

188911 April: the Kōbu Railway opens the Shinjuku–Tachikawa section, the origin of the line; the Tachikawa–Hachioji section follows on 11 August.
1904August: the Nakano–Iidamachi section is electrified (the first rapid electric railway in Tokyo); service reaches Ochanomizu on 31 December.
19061 October: the Kōbu Railway is nationalised.
19191 March: the line is extended to its current Tōkyō Station terminus.
193315 September: limited-stop 'express trains' (kyūkō densha) begin between Ochanomizu and Nakano, the direct precursor of today's rapid service.
1957JNR 101 series trains are introduced on the express service, bringing the orange-vermillion (JNR Vermillion No. 1) livery that becomes the line's colour.
1961March: the express trains are rebranded 'Rapid' (kaisoku) to avoid confusion with fare-surcharged long-distance trains.
1966April: Nakano–Ogikubo is quadruple-tracked and through-running begins from the Tozai subway (extended to Nakano in March) onto the Chūō–Sōbu Line — JNR's first through service.
19673 July: the JNR commuter-train (kokuden) zone is extended west from Nakano to Takao, and the Special Rapid (later Chūō Special Rapid) is introduced to compete with the no-surcharge Keio Line express.
1969April: Ogikubo–Mitaka is quadruple-tracked.
1981201 series production trains enter service (after 1979 prototypes), replacing the 101 series.
19871 April: JNR is privatised; the Chūō Line (Rapid) passes to the East Japan Railway Company (JR East).
1993April: the Commuter Special Rapid begins operation (towards Tōkyō in the morning peak).
20055 September: women-only cars are reintroduced on the line.
200626 December: E233 series trains enter service; 688 cars are ordered to replace the 201 series.
201014 October: the 201 series makes its last regular run. November: the Mitaka–Tachikawa grade-separation works are substantially completed (project finished 2014; 18 level crossings removed).
2016Station numbering is introduced, from JC01 (Tōkyō) to JC24 (Takao).
202014 March: the last early-morning and late-night local trains are converted to rapid service, fully separating the line from the Chūō–Sōbu locals.
202413 October: twelve-car sets with two bilevel Green (first-class) cars begin running on a fare-free trial basis.
202515 March: the paid Green Car service begins.