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Keihin Electric Express Railway was founded in 1899 as Daishi Electric Railway, which opened between Rokugobashi and Kawasaki Daishi Stations with 1,435mm gauge (standard gauge). The company changed its name to Keihin Electric Railway in the same year. In 1933, construction was completed to discontinue service at Takanawa Station and to connect the line to Shinagawa Station, and direct service between Shinagawa and Uraga Stations began. In 1941, Keihin Electric Railway and Shonan Electric Railway merged and the present route network was almost completed. During the war, the three companies, Keihin Electric Railway, Odakyu Electric Railway and Keio Teito Electric Railway, were merged into Daito Kyusyu due to wartime integration based on the Land Transport Business Coordination Law, but in 1948, after the war, Keihin Electric Railway, Odakyu Electric Railway and Keio Teito Electric Railway were separated and re-started as independent companies. The Kurihama line was opened to the present Miura Kaigan station in July 1966. |
| Type 800 Series 814F formation |
| In 1968, the underground line between Shinagawa and Sengakuji Station began direct service with the Asakusa Line of the Toei Subway, establishing a route between Keihin Electric Express Railway, the Asakusa Line of the Toei Subway and Keisei Electric Railway. 2003, the Kurihama Works of Keikyu Finetech, Ltd. was commissioned and became the Kurihama Works of the company. Haneda Airport International Terminal Station opens. The line between Shinagawa and Yokohama will achieve a maximum operating speed of 120 km/h due to track facility improvement work. However, the speed south of Yokohama, where there are many curved sections, will be 110 km/h. |
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| Type 1000 (Scrapped in June 2010) | new 1000 type | Type 1000 1381 (Scrapped in June 2010) |
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| Jinbuji Station, three-line gauge junction | Jinbuji Station Marker | Jinbuji Station jurisdiction sign |
600 series
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| The front of Type 600 static preservation car | Side view of the preserved 600 class | The back of Type 600 static preservation car |
| Type 600 was originally called Type 700, and was renumbered Type 600 in 1966. It was born as a high-performance, lightweight car that adopted new innovations such as Keihin Electric Express’ first all-metal car body and combined electro-pneumatic brakes. After the air-conditioning renewal work in 1971, it was used as a rapid limited express train, but due to aging, it was scrapped in 1984 with the appearance of the 2000 class. The preservation site is located in Zushi Sports Park No.1, but as you can see, the state of preservation is not good. The park is a 15-minute walk from Higashi Zushi Station on the JR Yokosuka Line or a 20-minute walk from Jinbuji Station on the Keikyu Zushi Line. Visited in May 2010 |
Keikyu Family Railroad Festa (May 30, 2010)
| The raising operation of the car body of the 1500 class This is the scene of the raising operation of Type 1500 at the Keikyu Family Railway Festa 2010 held at the Kurihama Works of Keikyu Finetech. It is in slide show format. If you cannot see the slideshow, you need to install Adobe Flash Player. |
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Keihin Electric Express Railway lines in operation ( total length: 87.0 km)
| line | interval | Interval distance |
|---|---|---|
| main line | Sengakuji – Uraga | 56.7km |
| airport (rail) line | Keikyu Kamata – Haneda Airport Domestic Terminal | 6.5km |
| Daishi Line | Keikyu Kawasaki – Kojimashinden | 4.5km |
| Zushi Line (railway in Hyogo Prefecture) | Kanazawa-Hakkei – Shin-Zushi | 5.9km |
| Kurihama Line | Horinouchi – Misakiguchi | 13.4km |
Kurihama Line extension project cancelled [ March 16, 2016].
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Keihin Electric Express Railway announced on March 16, 2016 a freeze on the Kurihama Line extension project of 2.1km between “Misakiguchi and Aburatsubo” stations and a large-scale residential land development project by land readjustment project in the Sanoto and Koamishiro areas of Miura City. The Kurihama Line was successively extended as a line connecting the current Yokosuka City and the Misaki district of Miura City, and by July 1966, the line between Horinouchi and Miura-kaigan stations had opened, and in April 1975, the line opened to Misakiguchi station, the current terminus, but the plan between Misakiguchi and Aburatsubo stations was eliminated. Keihin Kyuko Electric said it froze the extension project and residential land development project in view of the declining population and falling land prices in the Miura Peninsula. |
Keihin Electric Express Railway Derailment [ April 7, 1997].
| A landslide occurred in the cut between Keikyu Taura and Anarizuka Stations on the Keihin Electric Express Railway Main Line, and a regular train (Type 1500) running on the line ran into it, derailing the train. Nineteen passengers and crew members were seriously injured in the accident. The driver of the train was injured, but he was able to report the accident by using his protective radio, and the train stopped before the accident site. It is said that the reason why the derailed car did not go off the track or overturn was because the lead car was a heavy electric car (M car). It is said that this accident was an example of the effective use of electric cars by Keihin Electric Express as a countermeasure against collision accidents. |
Keihin Electric Express Railway level crossing collision [ September 5, 2019].
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On September 5, 2019, at around 11:40 a.m., the train collided with a truck that entered the tracks just after passing the Kanagawa Shinmachi No. 1 level crossing Kanagawa Shinmachi Station between Kanagawa Shinmachi and Nakakido on Keikyu Electric Railway’s Keikyu Main Line in Kanagawa Ward, Yokohama City. According to Keikyu Railway, the first car derailed and tilted, and the second and third cars also derailed. Traditionally, Keikyu Electric Railway uses motorized cars at both ends of the train to prevent trains from overturning in the event of a level crossing collision or a landslide on the tracks. Generally, other railway companies besides Keikyu use cars without motors in the lead car. Cars with motors are heavier and have a lower center of gravity, so they are less likely to be damaged in the event of a collision. |
| In the Type 1000 train that was involved in the accident, the Deha 1000 with motor in the lead car weighed 33 tons, while the Saha 1000 in the second and third cars were lighter at 27 tons and 23 tons. If the lead car had been a car without a motor, the damage to the train side would have been much greater, and it is highly likely that the damage would have been even more extensive. Also, Keikyu’s track width is 1,435mm, the same standard gauge as the Shinkansen, which is said to be more stable than the 1,067mm narrow gauge of JR and other railways. Keikyu Electric Railway resumed operations between Keikyu Kawasaki and Yokohama, which had been suspended, at around 1:15 p.m. on September 7, 2019. It is the first time in two days since the accident that operations have resumed on all lines. |