Joestu Line

Joestu Line
Status	Operational
Owner	Kowloon-Canton_Railway_Corporation
Locale	Joban, Kansai, Sendai
Termini	Central_South; Maiko (As of Aug, 2024)
Stations	48 (45 in operation)
Initials	JLP1, JLP2, JLP3
Operator(s)	Kowloon-Canton_Railway_Corporation
Depot(s)	Fuka_Depot Kansai_Depot
Rolling stock	KCR EMU MLR SP1900 KCR_C-Train KCR_Locos
Former Rolling Stock	KCRC_K-Stock KCRC_M-Train
Opened	May 1st, 1872
Line Length	65km (40.4mil)
Track gauge	1435mmm
Electrification	25Kv
Operating speed	120km/h

Note

Content mentioned in this page as Country of Joestu refers to the now District of Joban.
We are currently distinct from the Country of Joestu server and have no relationship with them.

The Joestu Line (Chinese: 喬斯圖線) is a rail line operated by the Kowloon-Canton Railway, stretching from Central in the west to Maiko in the south (As of Aug 2024), the line acts as the main transport link between Eastern and Western Joban.

The name "Joestu" comes from the original server name Country of Joestu.

History

Before merger

The Joestu Line is an amalgamation of various different companies including the Kintetsu, Joestu Railway Company, and the Kowloon-Canton Railway. Since the history of all 3 companies hasn't been preserved due to World War One causing much damage to the Joestu Line, little is known about the early days of the Joestu Line.

After merger

On 16th of March, 1943, the Kowloon-Canton Railway acquired the Kintetsu and Joestu Railway Company and would through run trains using the newly combined fleet of C51s, C55s, C57s, these trains would run every hour from Central up to Sendai in nearly 18 hours, with breaks taken at major terminals for refueling. This proved to be inefficient and a waste of time for passengers, and with competing coach services, KCR JS (Kowloon-Canton Railway Joestu Section) decided to acquire diesel locomotives from various companies.

End of Steam and the era of Diesel-powered trains

The introduction of G12 Locomotives in 1951 proved to be a success after the problems were resolved, where journey times could be cut down to 15 hours and refueling times cut by half. The successful introduction of these locomotives made KCR decide to introduce more of these locomotives and the new G16 variant as well. As more and more diesel locomotives were introduced, by the end of 1965, all passenger trains operated by steam locomotives had been fully replaced by their diesel replacements, with freight trains completely taken over by diesel locomotives when the final G16s were delivered in the end of 1969. Steam trains would be completely removed from service and most if not all have either been scrapped or left to rot in the countryside.

Electrification

In 1975, with the newly rebuilt Maiko Station, it would soon be apparent that electric trains would have to be introduced to provide an even better service between the East and the West. KCR would approach the government with proposals to electrify the main line one section at a time. This decision would therefore mark the splitting of sections of the mainline and mark the days of through running the entire mainline to an end. With an estimated $500 million being needed to electrify the section between Central and Kasai-Rinkai Park, the government was reluctant and called for KCR to give a better plan that would be cost less. KCR with declining passenger numbers and freight traffic, hurried to find consultants from British Rail to help consult on the new electrification plan.

In 1978, the new plan by Transmark would cost $400 million and would also include the rebuilding of stations to bring them into the 20th century. Thia plan was popular with the government who approved it in 1980 and would also soon approve the plan to electrify the rest of the line in 1981. The rebuilding of stations include new facilities such as air-conditioned waiting rooms, widened platforms and service was improved by running frequent trains towards the terminals of each section. The new trains would be awarded to Metro-Cammell in 1980 and would be built at the Washwood Heath Plant. Trains would be slowly delivered in Mid-1981 and trial runs would commence to meet the tight deadline of the intended opening in October of 1982. The City Section (Central-Fuka)'s electrification was completed first in June of 1981 and the Countryside Section (Fuka-Kasai Rinkai Park) would also be completed by the end of 1982, KCR would also been privatised into KCRC by the end of 1981 as well. The opening of the newly electrified section was completed according to the deadline and opened to the public on 5th October 1982, and with the new trains and new signalling system, trains were capable of running up to 120km/h, shortening journey times by half and the railway would cause urban development near stations. The Countryside Section would also be fully electrified by the end of 1982, with trains running by March of 1983.

Diesel Locomotives would soon be allocated to freight duties or sent to the Suburban Section to provide a more frequent service. However, KCRC knew that running only diesel locomotives coupled with coaches dating back to the 60s was not sufficient and soon approached the government for the electrification of the Suburban Section from Kasai Rinkai Park up to Sendai. Public support for the project and the improved service on the already electrified sections of the Joestu Line would convince the government to approve of the line's electrification in Decemember of 1983 and soon electrification commenced in January of 1984, with alot experience gained from the past 2 electrification projects, progress of electrifying the line was fast and swift, and by the end of 1985 would see the entire Joestu Line electrified and EMUs exclusively running the line.

The Joestu Line would also see the introduction of TBL (Train Beacon Locomotive) to replace the AWS Signalling System, allowing for more frequent trains and ATO on the City Section. TBL would be introduced in 1998, where some batches of KCR EMU would be refurbished into the MLR-Train.

Joestu Line Extensions

Since then, the Joestu Line has seen extentions on the City Section, including the extension to Central South which was completed in 2003 and the extentsion to Nogizaka which used abandoned tunnels of the then planned Bubba Subway which was completed in 2009. These extensions would also see the line's signalling system to be upgraded to Seltrac IS, a moving block system which allows for more frequent trains and the time between 2 trains shortened to 90 seconds. This however would make the City Section incompatible with sections north of Fuka, and trains of the City Section are not allowed to go onto the Mainline after Fuka, or the train will trip.

Stations

NOT COMPLETED

Rolling Stock

All trains run as 4 car units.

City Section

- MLR-Train (Since Jul 1996)

- IKK-Train (SP1900/1950/KRS991/C1151) (Since Sep 2001)

- KCR C-Train (C1141A) (Since Nov 2016)

Countryside Section

- MLR-Train (Since Jan 1997)

- IKK-Train (Since Jan 2002)

- KCR C-Train (C1141A) (Since Nov 2016)

Suburban Section

- KCR EMU (Since Dec 1985)

- MLR-Train (Since Sep 1998)

- IKK-Train (Since Sep 2003)

- KCR C-Train (C1141A) (Since Oct 2018)

Freight/Maintenance Locomotives

For more info, please visit KCR Locos

- G12 Locomotive (Since 1951)

- G16 Locomotive (Since 1961)

- G26 Locomotive (Since 1976)

- Lok2000 Locomotive (Since 1998)

- Battery Locomotive (BE) (Since 1988)

- JMY4050 Shunter (Since Sep 2002)

Past Rolling Stock

(This was due to lack of different train types back then)

- KCR M-Train

- KCR K-Stock