Fact-checked by Grok 2 weeks ago

Tōhoku Main Line

The Tōhoku Main Line (東北本線, Tōhoku-honsen) is a major conventional railway line in , operated by the (JR East), extending 575.7 kilometers from to and serving as the backbone of through the northeastern of . Running parallel to the high-speed , the line traverses Saitama, Tochigi, , Miyagi, and Iwate prefectures, connecting key urban centers including , , , and Ichinoseki, while supporting local, rapid, and passenger services as well as freight operations. It plays a crucial role in regional connectivity, facilitating daily commutes, tourism to natural and cultural sites, and economic links between the capital and Tohoku's prefectural capitals, despite competition from the Shinkansen for long-distance travel. The line's origins trace to Japan's early railway era, with construction starting under the private Nippon Railway in 1883; the initial segment from to opened that year, followed by extension to in 1885 and full completion to by 1891, marking a vital north-south corridor that took about 19 hours end-to-end at the time. Nationalized in 1906 and renamed the Tōhoku Main Line in 1909, it was rerouted to in 1925 and integrated into the system before privatization created JR East in 1987. The route was later truncated to in 2002 and redefined further in 2010 as the expanded northward, shifting its focus to regional roles; it endured severe disruptions from the , including power failures and track damage, but was restored to full operation within months.

Overview

Route Description

The Tōhoku Main Line is a major railway route operated by East Japan Railway Company (JR East), spanning 575.7 km from Tokyo Station in Tokyo Metropolis to Morioka Station in Iwate Prefecture. It follows a north-south path along the eastern side of Honshu island, primarily through Saitama, Tochigi, Fukushima, Miyagi, and Iwate prefectures, serving as a key transportation corridor in the Tōhoku region. The line's southern section from Tokyo to Kuroiso in Tochigi Prefecture, measuring approximately 160 km, is operationally branded as the Utsunomiya Line, while the remaining core segment from Kuroiso to Morioka covers about 416 km and constitutes the primary Tōhoku Main Line. Additionally, the portion south of Ōmiya Station in Saitama Prefecture is shared with services on the Keihin–Tōhoku Line, facilitating integrated urban commuting. Geographically, the route transitions from densely urban areas in Tokyo and Saitama, characterized by high-density infrastructure and commuter traffic, to expansive rural farmlands in Tochigi Prefecture around Utsunomiya. Further north, it navigates varied terrain including the hilly landscapes of Fukushima Prefecture, the coastal plains of Miyagi Prefecture near Sendai, and increasingly mountainous regions in Iwate Prefecture approaching Morioka. This diverse path connects major regional centers such as Utsunomiya, Fukushima City, Sendai, and Morioka, supporting economic activities like agriculture, manufacturing, and tourism across the Tōhoku area. As a vital artery for regional connectivity, the Tōhoku Main Line links the metropolitan area with the economic and cultural hubs of northeastern , enabling efficient passenger and freight movement. Pre-2020 daily ridership on the Tokyo to Ōmiya section alone averaged over 630,000 passengers, underscoring its role in daily commutes and long-distance travel, with overall line usage showing steady post-COVID recovery to around 75,000 average daily passengers across the full route in 2024. The infrastructure has proven resilient, as evidenced by the rapid restoration following the that affected sections in Miyagi and Iwate prefectures.

Technical Specifications

The Tōhoku Main Line employs a of 1,067 mm (3 ft 6 in), classified as narrow gauge within Japan's railway network. Electrification on the line is dual-system, utilizing 1,500 V DC overhead from to Kuroiso for compatibility with urban and southern networks, then transitioning to 20 kV 50 Hz AC from Kuroiso northward to to support higher power demands over longer distances. The overhead was installed progressively to enable electric traction, replacing earlier and operations. The line's maximum operating speed is 120 km/h on most sections, with post-upgrade enhancements permitting 130 km/h on select curves and urban segments like to Omiya for improved efficiency. Safety is ensured through , supplemented by the ATS-P ( - Pattern) system, which monitors braking patterns via ground coils to prevent signal violations. Track configuration is predominantly double-tracked to facilitate bidirectional traffic, with quadruple tracking in the densely used –Omiya corridor shared with parallel lines such as the Keihin-Tōhoku Line; additional passing loops are provided at 11 strategic locations for overtaking slower trains. Urban areas feature grade separations and protected level crossings to mitigate collision risks.

Operations

Passenger Services

The Tōhoku Main Line provides essential local services operated exclusively by (JR East), stopping at all stations to serve regional commuters and short-distance travelers along its route from to . These services are integral to the , enabling seamless through-running from the northern Tōhoku Main Line sections to the toward central , with frequent departures facilitating daily mobility in the and beyond. Rapid services on the line, such as the Rabbit trains on the Utsunomiya Line portion (a segment of the Tōhoku Main Line), offer accelerated travel by bypassing minor stations, connecting in to in about 1 hour and 26 minutes and supporting efficient access to northern prefectures. These operations enhance connectivity for passengers not requiring high-speed travel, with JR East maintaining consistent schedules to accommodate peak-hour demand. Limited express services on the adjacent , including the (to ) and Tokiwa (to Katsuta), run between (via and ) and points north, featuring reserved seating and operating at higher speeds than local or rapid options, averaging around 130 km/h on suitable sections to provide a premium conventional-line experience; the Tōhoku Main Line itself primarily supports local and rapid services, with no regular limited expresses extending to , where long-distance travel is served by the parallel . The Tōhoku Main Line functions as a key feeder for the parallel , with connections at major hubs like and allowing passengers to transfer to bullet trains for expedited long-distance , though no services run directly on the conventional tracks. Ticketing is streamlined through IC card systems such as and , compatible across East lines for contactless fares; for instance, the to journey takes approximately 4.5 hours on services versus 1.5 hours on the , with ridership as of 2023 recovering to approximately 90% of pre-pandemic levels amid renewed demand. In 2025, new services such as the weekend "Evening Way" between and Kogota and trial overnight expresses from to northern Tōhoku using converted E657 series trains have been introduced to enhance regional connectivity.

Freight and Other Services

Freight operations on the Tōhoku Main Line are primarily managed by (JR Freight), which holds second-kind railway business rights over the line from Signal Station to Station. These services focus on transporting containerized goods, lumber from regional forests, and industrial materials produced in Tōhoku factories southward to and beyond, utilizing the line's extensive network for efficient bulk movement. Electric locomotives haul mixed freight trains on the electrified sections, supporting the region's and agricultural sectors by linking production hubs with major consumption centers. Key freight yards along the line include Omiya Marshalling Yard, which serves as a critical sorting and branching point for trains heading north; Koriyama Freight Terminal Station, handling container and bulk cargo interchanges; and Sendai Freight Terminal, facilitating transfers between rail and truck for regional distribution. These facilities enable seamless operations, with Omiya acting as a gateway from the area, Koriyama supporting Prefecture's industrial output, and Sendai managing Miyagi's logistics needs. JR Freight's network in the spans approximately 1,457 km, underscoring the line's role in regional supply chains. In 2022, JR Freight's total nationwide freight volume reached 26.6 million tons, with containerized shipments comprising the majority at 18.3 million tons; these operations contribute to JR Freight's regional activities in the Tōhoku area, reflecting steady demand for the line's capacity despite fluctuations. Freight following the highlighted the line's resilience, with services resuming key routes to support reconstruction efforts. Beyond standard freight, the line accommodates track maintenance trains for routine inspections and repairs, ensuring infrastructure reliability across its 575.7 km length. Occasional railfan excursions and charter services, such as container tours at Freight Terminal, provide educational and enthusiast experiences, though no regular tourist trains operate; seasonal events hold potential for expanded special runs. Operational challenges include due to service priority, mitigated by scheduling dedicated freight paths during off-peak and nighttime hours, when about 90% of shipments occur.

Route and Infrastructure

Station List

The Tōhoku Main Line comprises approximately 116 stations from to , serving as key stops for passenger and freight services across eastern . Many minor stations in rural areas, particularly in Tochigi, , and Iwate prefectures, are unmanned and feature basic platforms with shelters, while major hubs have undergone upgrades including elevators and ramps since the as part of East's barrier-free initiatives. The route experiences gradual elevation changes, rising from along the coastal plains to approximately 130 m in the Iwate region near . Key transfers occur primarily at Shinkansen-intersecting stations, facilitating connections to high-speed services. Below is a segmented catalog of all stations, with kilometer posts noted for principal locations where available (measured from ).

Tokyo–Kuroiso Segment (0–159.9 km)

This 159.9 km section passes through urban , , and rural Tochigi, with 34 stations. It overlaps with the between and Omiya, and uses the tracks from to .
Station NameKm from TokyoKey TransfersFacilities Notes
0, , many subway linesFull facilities, elevators, staffed 24/7
Kanda1.0Tokyo Metro linesElevators, staffed
2.7, Sōbu LineFull facilities, elevators
Okachimachi4.0Elevators, staffed
5.6, , Keisei LineMajor hub, full facilities, elevators
Uguisudani6.5N/ABasic facilities, elevators
Nippori7.6, Keisei LineElevators, staffed
Nishi-Nippori8.3N/AElevators
Tabata9.6Elevators, staffed
Akabane14.6Elevators, staffed
Omiya30.3, Major hub, full facilities, elevators
Oyama84.0Ryōmō LineElevators, staffed
118.5, Nikkō LineMajor hub, full facilities, elevators
Nasushiobara152.2Elevators, staffed
Kuroiso159.9Karasuyama LineBasic facilities
Other stations in this segment, such as Hasuda, Kuki, Kurihashi, , and Yaita, are minor stops with unmanned platforms in rural areas.

Kuroiso–Shin-Shirakawa Segment (159.9–224.0 km approx.)

This section covers 64.1 km through rural Tochigi and southern , with 10 stations, many unmanned.
Station NameKm from TokyoKey TransfersFacilities Notes
Takaku165.0 approx.N/AUnmanned, basic shelter
Kurodahara170.0 approx.N/AUnmanned
Toyohara180.0 approx.N/AUnmanned
Shiobara190.0 approx.N/AUnmanned
Yaita200.0 approx.N/ABasic
Shin-Shirakawa224.0 approx.Elevators, staffed
Other stations like Iwaki-Tokiwa are not in this segment; this rural stretch has limited facilities overall, with accessibility upgrades at Shin-Shirakawa.

Shin-Shirakawa–Fukushima Segment (224.0–272.0 km approx.)

This 48 km portion through includes 15 stations, with Koriyama as a major hub.
Station NameKm from Key TransfersFacilities Notes
Shirakawa230.0 approx.N/ABasic facilities, elevators
KutanoN/AN/AUnmanned
IzumizakiN/AN/AUnmanned
YabukiN/AN/AUnmanned
KagamiishiN/AN/AUnmanned
SukagawaN/AN/ABasic, staffed
Koriyama260.0 approx., Banetsu West LineFull facilities, elevators
HiwadaN/AN/AUnmanned
MotomiyaN/AN/ABasic
NihonmatsuN/AN/ABasic
272.0 approx., Yamagata Line, Ōu Main LineMajor hub, full facilities, elevators
Minor stations like Asakanagamori are unmanned.

Fukushima–Sendai Segment (272.0–350.0 km approx.)

Covering 78 km, this segment has 23 stations, connecting prefectural capitals with urban .
Station NameKm from TokyoKey TransfersFacilities Notes
HigashifukushimaN/AN/ABasic
DateN/AN/AUnmanned
KooriN/AN/AUnmanned
FujitaN/AN/AUnmanned
KaidaN/AN/AUnmanned
ShiroishiN/ATōhoku Shinkansen (nearby)Basic, elevators
Shiroishi-Zao310.0 approx.N/ABasic
OgawaraN/AN/AUnmanned
FunaokaN/AN/ABasic
IwanumaN/AN/ABasic, staffed
TatekoshiN/AN/AUnmanned
NatoriN/AN/ABasic
350.0 approx.Tōhoku Shinkansen, Senseki Line, Jōban LineMajor hub, full facilities, elevators
Stations like Higashishiroishi and Tsukinoki are unmanned rural stops. Shiroishi-Zao serves local tourism.

Sendai–Ichinoseki Segment (350.0–410.0 km approx.)

This 60 km coastal-inland section includes 16 stations, featuring scenic stops like Matsushima-Kaigan.
Station NameKm from TokyoKey TransfersFacilities Notes
HigashisendaiN/AN/ABasic
IwakiriN/AN/AUnmanned
Rikuzen-SannoN/AN/AUnmanned
KokufutagoN/AN/AUnmanned
ShiogamaN/ASenseki LineBasic, elevators
Matsushima-Kaigan370.0 approx.Senseki LineBasic facilities, elevators for tourism access
AtagoN/AN/AUnmanned
ShinaizumaN/AN/AUnmanned
KashimadaiN/AN/AUnmanned
Matsuyama-MachiN/AN/AUnmanned
KogotaN/AN/ABasic
TajiriN/AN/AUnmanned
Ichinoseki410.0 approx.Tōhoku Shinkansen, Rikuu East LineFull facilities, elevators
Many are unmanned, with post-disaster upgrades enhancing resilience at coastal stations.

Ichinoseki–Morioka Segment (410.0–575.7 km)

The final 165.7 km through Iwate includes 27 stations, rising in elevation to 130 m, with rural unmanned stops predominant.
Station NameKm from TokyoKey TransfersFacilities Notes
YamanomeN/AN/AUnmanned
N/AN/ABasic, tourism facilities
MaesawaN/AN/ABasic
Rikuchu-OriN/AN/AUnmanned
MizusawaN/AN/ABasic, staffed
KanegasakiN/AN/ABasic
RokuharaN/AN/AUnmanned
Kitakami460.0 approx.Kitakami LineFull facilities, elevators
MurasakinoN/AN/AUnmanned
Hanamaki490.0 approx.Hanamaki LineBasic, elevators
Hanamaki-KukoN/AN/ABasic for airport access
IshidoriyaN/AN/AUnmanned
HizumeN/AN/AUnmanned
Shiwa-ChuoN/AN/ABasic
FurudateN/AN/AUnmanned
YahabaN/AN/ABasic
Iwate-IwataN/AN/AUnmanned
SenbokuchoN/AN/AUnmanned
575.7, lines to /HokurikuMajor hub, full facilities, elevators
Stations like Umegasawa and Hanaizumi are unmanned with minimal shelters, reflecting rural character; elevation gain supports scenic views in Iwate. Service patterns vary, with local trains stopping at all, while rapid services skip minors (detailed in Passenger Services).

Track and Signaling

The Tōhoku Main Line incorporates extensive track infrastructure, including numerous tunnels and over 200 bridges, many of which have been upgraded with earthquake-resistant designs following the 2011 Tōhoku earthquake. Damage assessments from the event revealed vulnerabilities in earth structures, retaining walls, and bridge foundations, prompting reinforcements such as improved seismic isolation and damping systems to mitigate lateral displacement and settlement during strong ground motions. In tsunami-prone coastal areas, sections of the line, particularly those connecting to parallel routes like the Senseki Line, have been elevated on embankments or viaducts to reduce inundation risks, with post-disaster reconstructions incorporating higher design elevations based on observed wave heights exceeding 10 meters in affected regions. Double-tracking of the Tōhoku Main Line was completed progressively, with the full route achieving double tracks by 1971 through phased expansions, including the to Iwanuma section finalized between 1959 and 1964. Recent capacity enhancements in the urban area during the 2020s have included local quadrupling of tracks to accommodate growing commuter demand and integrate with connecting lines, such as the 2015 Senseki-Tōhoku Line linkage. Signaling on the Tōhoku Main Line primarily employs Pattern (ATS-P) systems for speed supervision and collision prevention, supplemented by (ATC) on higher-speed segments to enforce braking curves and maintain safe intervals. Digital upgrades to ATC and ATS systems are ongoing to enable continuous speed monitoring and reduced headways. Grade crossings are equipped with automated barriers and sensor-based detection to minimize accidents, with interlocked signals that activate upon train approach, contributing to a decline in crossing-related incidents across JR East networks. Maintenance practices for the line include mandatory annual inspections of tracks, bridges, and tunnels, conducted under Japan's Technical Regulatory Standards for Railways, which require visual and ultrasonic examinations to detect rail defects, alignment issues, and structural fatigue. In , seismic resilience enhancements have focused on traditional ballasted tracks with improved foundations in earthquake-vulnerable zones.

Rolling Stock

Electric Multiple Units

The Electric Multiple Units (EMUs) on the Tōhoku Main Line primarily consist of self-propelled sets designed for frequent and services, emphasizing reliability, , and comfort in both southern and northern sections of the line. These trains operate under 1,500 V DC in the area and transition to 20 kV in northern regions, with models tailored to specific segments for optimal performance. In the southern portion, the E231-1000 series serves trains between and , introduced in 2000 as part of East's standardization efforts for suburban services. This variant features a 10-car formation with transverse seating in end cars, toilets, and a maximum speed of 130 km/h, replacing older commuter stock to reduce energy consumption by up to 50% compared to predecessors like the through lightweight stainless steel construction and VVVF inverter control. In the southern portion, services also utilize the E131-600/680 series, introduced from 2021, with 4-car formations, 120 km/h maximum speed, and advanced accessibility features. For northern sections between and , rapid services utilize AC-compatible EMUs such as the E721 series, introduced in 2007 as dual-voltage sets capable of 130 km/h operations, and the 701 series, introduced in 1993 for 20 kV AC with a maximum speed of 110 km/h. The E493 series, a dual-voltage business EMU introduced in 2021 for shunting and non-revenue towing duties across East lines. Common features across these EMUs include full air-conditioning for year-round comfort, accessibility enhancements like ramps and priority seating, and LED interior for savings, with many sets receiving lifecycle extensions after 2020 to extend service life beyond 30 years through component refurbishments. The overall EMU fleet for the line comprises approximately 300 cars, supporting daily passenger volumes while prioritizing recyclability—up to 90% of materials in models like the . Older models, including the 115 and , were progressively withdrawn by 2013 due to aging infrastructure and the need for more efficient, accessible alternatives, marking the shift to newer EMUs for sustained operations.

Locomotive-Hauled Trains

The Tōhoku Main Line relies on electric locomotives for the majority of its locomotive-hauled operations, particularly in freight services, due to the route's full since 1968. These locomotives handle heavy container and general freight trains, with JR East and Freight managing distinct fleets for southern and northern segments. Select passenger services, such as historical overnight expresses, have also utilized locomotive-hauled consists, though these have largely transitioned to multiple units. The EF65 series, a 6-axle electric locomotive introduced in 1965, serves JR East's freight needs on the line's southern portions operating at 1,500 V . With a power output of 2.55 MW and top speed of 110 km/h, it supports operations from northward, The EF65 series, including the EF65-1000 variant, operates on the DC-electrified southern portions up to the AC transition point near Shin-Shirakawa. Assigned primarily to the Depot, these locomotives haul mixed freight, contributing to efficient logistics in the metropolitan area extending to the . For demanding northern hauls, JR Freight deploys the EH500 series, a permanently coupled dual-voltage (1,500 V DC / 20 kV AC) introduced in 1999 and nicknamed "" for its robust design. Delivering 4,000 kW of power and weighing 134.2 tons, it excels in heavy container freight from to via the Tōhoku Main Line, based at and depots. This "Gold-class" unit replaced older AC locomotives like the ED75, enabling longer, more powerful trains over the route's challenging terrain. Diesel locomotives play a minor role, confined to non-electrified sidings, shunting yards, or emergency backups following the electrification completion. Examples include the DE10 series for local maneuvering at facilities along the line, with no regular mainline diesel services since the phase-out of older models like the DD51 in the late . Branch shuttles, such as those on connecting lines, occasionally use diesel multiple units like the KiHa 110 for short-haul passenger duties, but these are not locomotive-hauled. Typical freight configurations reach up to 20 cars, optimizing capacity for goods transport while adhering to signaling and track limits. Push-pull arrangements have been employed for select express passenger trains, allowing bidirectional operation without repositioning the . Maintenance occurs at key JR East facilities, including Omiya Works, which handles inspections and overhauls for locomotives in the Tokyo-to-Tohoku corridor. As of 2025, broader trials of hybrid systems, such as the HYBARI prototype tested since 2022, aim for emission cuts and potential freight applications by 2031, supporting the Zero Carbon Challenge 2050 with 50% CO2 reduction goals from 2014 levels.

History

Origins and Construction

The Tōhoku Main Line originated as a key component of Japan's early railway network during the , chartered by the government in 1881 to the newly established Nippon Railway Company, the nation's first operator, with initial capitalization of 2 million yen and substantial financial assistance including low-cost loans. This initiative aligned with broader efforts to foster unity, economic integration, and rapid industrialization by linking central Japan to the underdeveloped , facilitating the transport of resources like to address famines and supporting mobilization for defense. The line's construction emphasized single-track on 1,067 mm narrow gauge, powered by imported capable of speeds up to approximately 60 km/h, reflecting the era's technological adaptations from and engineering influences. Construction progressed northward from Tokyo's , with the inaugural segment from Ueno to Kumagaya opening on July 28, 1883, serving initial stations including , Ōji, Urawa, Ageo, Kōnosu, and . This 54 km stretch marked the line's debut under Nippon Railway management, prioritizing economic connectivity for industrial raw materials such as from northern prefectures. Subsequent extensions followed swiftly: Omiya Station opened on March 16, 1885, and the Omiya– section opened on July 16, 1885, with commencing operations on the same date. By December 1, 1886, the route extended to Kuroiso, enhancing access to Tochigi Prefecture's agricultural heartland. Further northward advancements solidified the line's role in regional development, reaching on November 1, 1890, and completing the full – route on September 1, 1891, creating Japan's longest continuous railway at over 700 km and enabling efficient troop and goods movement to the northern frontier. These phases were funded through a mix of private investment and imperial government support, underscoring the Meiji policy of leveraging railways for both commercial expansion and strategic security amid . In , the line achieved direct integration with central Tokyo via an extension from to the newly opened , streamlining passenger and freight flows into the capital.

Expansion and Electrification

The of Japan's private railways, including those forming the core of the Tōhoku Main Line, began in October 1906 under the newly enacted Railway Nationalization Act, which targeted 17 major companies to unify operations and support national economic and military needs following the . The Nippon Railway, responsible for much of the Tōhoku trunk route from northward, was among the first to be acquired by the Imperial Japanese Government Railways (IJGR), integrating approximately 1,200 kilometers of track into a single national system and expanding the government's rail network from 2,500 km to over 7,000 km by 1907. This consolidation eliminated fragmented operations, standardized fares, and facilitated coordinated expansion, though it initially strained government finances due to compensation payouts exceeding 500 million yen. Further infrastructure enhancements included the extension of the Tōhoku Main Line to in 1925, connecting it via a new elevated from and enabling direct access to the capital's central hub for northern routes. Double-tracking efforts commenced early, with the –Ōmiya section receiving a second track in 1892 to alleviate congestion on the initial single-track alignment, and progressed incrementally through the 1920s to amid rising passenger and freight demands. By the late , major projects had doubled nearly all sections, culminating in completion for the Tōhoku Main Line by the early 1970s, which increased capacity for express services and reduced delays on the 675 km route. Electrification transformed the line's efficiency, starting with a 7 km direct current (DC) segment from Tokyo to Tabata at 1,500 V in 1909 to support urban commuter operations, and extending northward to Akabane in 1928 and Ōmiya in 1932. Postwar advancements accelerated the process, with the Utsunomiya area reaching full DC electrification by 1956, followed by alternating current (AC) adoption at 20 kV for northern sections beginning north of Kuroiso in 1959. The conversion covered the approximately 700 km route, reaching Fukushima in 1960, Sendai in 1961, Morioka in 1965, and Aomori by 1968, enabling higher speeds up to 110 km/h and replacing steam locomotives with electric multiple units for more reliable service. Following , the (JNR), successor to the IJGR, led extensive reconstruction after Allied bombings in 1945 severely damaged bridges, tracks, and stations along the Tōhoku Main Line, particularly in urban areas like and . Efforts prioritized rapid repairs using limited resources, restoring core operations within months through manual labor and salvaged materials, while integrating modernization plans to prepare for and double-tracking initiatives. This postwar rebuilding not only revived freight and passenger traffic but also laid the groundwork for the line's role in Japan's economic recovery during the 1950s and 1960s.

Shinkansen Integration and Truncation

The integration of the with the conventional Tōhoku Main Line began with the shinkansen's partial opening on June 23, 1982, when the initial section from Ōmiya to entered service, providing a high-speed alternative for long-distance travel along the route. This development marked a shift in the operational focus of the Tōhoku Main Line, as the absorbed much of the passenger traffic previously handled by conventional services on the main line. The full extension of the to Shin-Aomori occurred on December 4, 2010, completing the high-speed link from to the northern tip of and prompting further reconfiguration of the conventional network. A key outcome of the 's northern extension was the truncation of the Tōhoku Main Line at Station, reclassifying the approximately 285 km section from Morioka to Shin-Aomori as part of the Ōu Main Line. This adjustment repositioned the main line as a regional corridor ending at Morioka, with northern connections rerouted through other lines like the Ōu Main Line for local services, emphasizing its role as a feeder to the shinkansen network rather than a through-route for long-haul travel. Service patterns on the Tōhoku Main Line underwent significant changes following advancements, particularly with the transfer of prominent trains to high-speed operations. For instance, the long-distance express, which had operated on the conventional line, was reintroduced as a service starting March 5, 2011, utilizing the E5 series trains to reach speeds of up to 320 km/h and drastically reducing travel times to northern destinations. By this point, the conventional Tōhoku Main Line had largely transitioned to regional and commuter services, serving as a vital connector for local communities while deferring inter-regional express duties to the parallel . The integration had notable impacts on ridership and operations, with the 1982 shinkansen opening leading to a substantial decline in conventional line passengers as travelers opted for the faster alternative, though local services helped stabilize usage over time. The privatization of into East on April 1, 1987, facilitated smoother coordination between the shinkansen and conventional lines, enabling East to invest in integrated ticketing, station improvements, and marketing that promoted seamless transfers and bolstered overall network efficiency. More recent developments, such as the extension of the to Shinjō on December 4, 1999, have indirectly influenced the Tōhoku Main Line by enhancing connectivity through shared infrastructure and improved transfer options at key junctions like , where the mini-shinkansen branches off the Tōhoku Shinkansen tracks before utilizing conventional lines. This extension, operating at speeds up to 130 km/h on upgraded conventional tracks, has supported regional access to the broader Tōhoku network without directly altering the main line's core route.

Disasters and Modern Upgrades

The Tōhoku Main Line has experienced several major disruptions from natural and man-made disasters, prompting significant resilience improvements in recent decades. The most devastating event was the Great East Japan Earthquake on March 11, 2011, a magnitude 9.0 undersea off the of Tōhoku. The quake and ensuing halted all services on the line, causing extensive damage across JR East's conventional rail network, including the Tōhoku Main Line. Approximately 325 km of track on seven coastal lines, encompassing sections of the Tōhoku Main Line, were inundated or displaced by the , while over 4,400 sites suffered track irregularities, embankment failures, and collapses of electric utility poles essential for signaling and power. Signal and communication equipment failures compounded the issues, affecting recovery efforts amid aftershocks that damaged an additional 850 sites. Services on the Tōhoku Main Line resumed partially on April 21, 2011—41 days after the disaster—with full operations restored by late April through coordinated efforts involving around 8,500 personnel daily from Group companies and external support. Earlier disasters also impacted the line. In 1939, severe floods in the damaged bridges and tracks along the route, leading to temporary suspensions and reconstruction. During , air raids such as the July 10, 1945, bombing of destroyed sections of infrastructure, including railway facilities on the Tōhoku Main Line passing through the city, as part of broader strategic attacks on transport networks. More recently, the from 2020 to 2022 led JR East to reduce regular train services on the Tōhoku Main Line by up to 30–60% at peak periods, alongside earlier last trains and fewer staffed counters, to manage lower ridership and operational costs. In response to the 2011 disaster, JR East implemented comprehensive upgrades focused on seismic resilience and rapid recovery. Between 2012 and 2020, the company expanded its Urgent Earthquake Detection and Alarm System (UrEDAS) with additional sensors along the Tōhoku Main Line and connected routes, enabling automatic train stops within seconds of detecting to prevent derailments. Digital signaling systems were introduced progressively on the line, including virtual machine-hosted control servers for integrated traffic management, improving fault detection and service restoration times during disruptions. A major project in involves elevating coastal tracks—primarily on the connected Senseki-Tōhoku Line but benefiting Tōhoku Main Line operations—above projected levels, with total costs exceeding ¥200 billion as part of broader post-2011 recovery investments aimed for completion by 2025. These enhancements have reduced in subsequent events, such as the , where services resumed within hours. Looking ahead, efforts emphasize amid rising flood and storm risks. In 2024, the Japanese government allocated funding through the Reconstruction Agency for anti-flood barriers and reinforced embankments along vulnerable Tōhoku Main Line sections, integrating designs that withstand projected under climate models. These measures build on JR East's ongoing commitments to sustainable , ensuring the line's reliability for freight and passenger recovery in disaster scenarios.

Former Connecting Lines

Southern Prefectures

In , the Bushu Railway operated a line connecting Kawagoe to Hanyu from 1912 until its absorption into the national network in 1945, primarily serving local agricultural transport and industrial needs in the region. Additionally, several freight branches associated with the Omiya bypass on the Tōhoku Main Line were closed during the as part of broader rationalization efforts amid declining cargo volumes and urban redevelopment. In , Nikko-area branches, originally developed for tourism and local access, were gradually integrated into the broader Tobu Nikko Line network by the mid-20th century, with several short spurs discontinued as main line services expanded. saw significant changes with the Abukuma Express Line, which incorporated pre-1980s (JNR) segments originally built as a relief route parallel to the Tōhoku Main Line; these were transferred to the third-sector operator in 1987 following JNR's . Connections via the Suigun Line, which intersects the Tōhoku Main Line at , experienced prolonged suspensions after the 2011 Great East Japan Earthquake and subsequent nuclear incident, leading to permanent adjustments; passenger services north of Suigun Station remain suspended as of November 2025, replaced by buses due to safety and recovery priorities. These former branches in Saitama, Tochigi, and Fukushima were predominantly short industrial spurs supporting mining, silk production, and agricultural freight, totaling over 50 km of track lost primarily through closures in the 1980s driven by low traffic, motorization, and economic shifts toward road transport.

Northern Prefectures

In Miyagi Prefecture, several branch lines connected to the Tōhoku Main Line at Sendai Station underwent significant development and later rationalization, with the Senzan Line serving as a key precursor originating from local Sendai branches established in the late 1920s. The line's initial section from Sendai to Ayashi opened in 1928 under private operation, expanding northward through the 1930s to link rural areas and support regional transport until operational adjustments in the 1970s amid declining usage. These branches facilitated access to mountainous and agricultural zones but faced economic pressures from Japanese National Railways (JNR) deficits, leading to integration into the modern Senzan Line structure without full closure. Meanwhile, the Kesennuma Line, branching from Kogota on the main line and serving fishing communities along the Sanriku coast, suffered severe damage during the 2011 Tōhoku earthquake and tsunami, resulting in the suspension of rail services and their replacement by a Bus Rapid Transit (BRT) system starting in 2013. The BRT operates on dedicated infrastructure over 27.3 km from Sakari to Kesennuma, maintaining connectivity while addressing repair costs estimated in the billions of yen due to tsunami devastation. In , the Ofunato Line extended from Ichinoseki on the Tōhoku Main Line to coastal ports, serving fishing industries; its coastal sections suffered severe damage in the 2011 disaster and were transferred to Sanriku Railway in March 2019 as part of the 163 km Rias Line, integrating with the former Yamada Line from Kamaishi to Miyako to sustain and local economies focused on fisheries. This , supported by government subsidies, preserved over 80 km of track previously at risk of closure due to JR East's operational deficits. The Yamada Line from Kamaishi to Miyako, another coastal branch, was restored after 2011 damages but included in the same transfer. The 2011 disaster exacerbated challenges for these lines, prompting accelerated rationalization efforts. Separately, the Kamaishi Line from Hanamaki (near ) to Kamaishi supported mining operations and remains operational by East as of 2025. Historical segments in , prior to the Tōhoku Main Line's truncation, included extensions from northward to Station, operational until December 2010 when the extension to Shin-Aomori rendered the 82.7 km conventional rail uneconomical for East. This portion was delegated to the third-sector Aoimori Railway Company, which assumed operations to maintain regional links for and without full decommissioning. Branches along the adjacent Gono Line, connecting to the main line via , featured short spurs for and coastal fisheries that were rationalized in the amid JNR's widespread deficit reductions, closing over 20 km of underutilized track as resource extraction declined. Overall, these northern prefecture branches, emphasizing and economies, saw more than 100 km decommissioned or transferred between the and 2012, driven by JNR/ financial constraints and demographic shifts, with final rail-to-BRT conversions around 2012 marking the end of major closures.

References

  1. [1]
    [PDF] Development of a Predictive Coalition Building Analysis for ... - MIT
    Freight operates on the 575.7 km (358 mi) Tōhoku Main Line operated by JR East. The line originally extended to Aomori, but was truncated upon the extension ...
  2. [2]
    [PDF] Tohoku and Niigata Region
    These are the Series 24 Hakutsuru (White Crane) on the Tohoku main line and the Series 24 Akebono (Dawn) on the Joetsu and Uetsu main lines. The average daily ...
  3. [3]
    The history of the Tohoku Main Line, which runs north and south ...
    Jul 8, 2024 · Starting with the opening of the line from Omiya Station to Utsunomiya Station in Tochigi Prefecture in 1885, it was extended to Koriyama, ...<|control11|><|separator|>
  4. [4]
    [PDF] 路線別ご利用状況（2020～2024年度）
    12. 東北本線. 東京～盛岡（王子および仙台経由、尾久経由）. 赤羽～大宮（武蔵浦和経由） など. 572.0. 53,625. 59,395. 62,477. 69,654. 74,906. 77,637. 176,972.
  5. [5]
    JR Tohoku Main Line(Kuroiso-Morioka) | Japan Travel by NAVITIME
    The JR Tohoku Main Line(Kuroiso-Morioka) is a railroad line in the Iwate, Japan. You can check the list of all 83 stations on the JR Tohoku Main ...
  6. [6]
    JR東日本 東北本線(上野〜黒磯) 路線図・停車駅 | レイルラボ(RailLab)
    JR東日本 東北本線(上野〜黒磯)の路線図、駅一覧、停車駅、乗換案内です。上野〜黒磯間を結ぶ営業距離(営業キロ)159.9Kmの運行路線・系統です。また、乗換案内、鉄道 ...
  7. [7]
    JR East Lines
    The Keihin-Tōhoku Line officially follows portions of the Tōhoku Main Line and Tōkaidō Main Line. ... East Japan Railway Company (JR East) between Tokyo and Takao ...
  8. [8]
    The JR East Lines and Services that Visitors Should Know
    The JR East section covers the line between Tokyo and Atami and as such, is known as the Tokaido Main Line (Tokyo – Atami). Two rapid services, Rapid Acty and ...
  9. [9]
    [PDF] 路線別ご利用状況（1987～2022年度(5年毎)）
    東北本線. 東京～盛岡（王子 ... ※BRT輸送を行っている区間は、当社が国土交通省に報告する「一般乗合旅客自動車運送事業輸送実績報告書」を基に算出しています。
  10. [10]
    [PDF] 仙石線及び東北線の接続線鉄道事業許可申請について
    東北本線. 直通運転（一部列車）. 松島. 小牛田. 接続線. 仙台. 塩釜. 東北本線. 直通運転（一部列車）. 松島. 小牛田. 接続線. 仙台. 塩釜. 東北本線. 直通運転（一部列車）.
  11. [11]
    Narrow gauge legacy | News | Railway Gazette International
    Apr 1, 2002 · The Tohoku main line also carries 50 freight trains a day, which would become less competitive with coastal shipping if they were forced to ...
  12. [12]
    JR East HB-E210 series - The Red List of Trains in Japan
    The company planned to make a new route that connects Senseki and Tohoku Main Lines, but they use different electricity (DC 1.5 kV on Senseki Line, while AC 20 ...
  13. [13]
    Freight Trains in Japan - TS Japan Rail - Railfan Site
    An important point about this route is that it operates on two different electric power systems (1500V DC and 20KV AC) meaning that most trains have to be ...
  14. [14]
    JR East to increase Tohoku Shinkansen line speeds
    Oct 11, 2020 · The Tohoku Shinkansen links Tokyo with ShinAomori, and the maximum speed over the 178.4km Morioka - ShinAomori section is currently limited ...<|control11|><|separator|>
  15. [15]
    Signalling Systems for Safe Railway Transport
    The Autonomous decentralized Transport Operation System (ATOS), a new and very powerful traffic control system is being implemented for the Tokyo region to ...
  16. [16]
    https://www.ejrcf.or.jp/jrtr/jrtr21/F44_Technology.html
  17. [17]
    The JR Utsunomiya Line for Omiya, Utsunomiya and Nasushiobara
    Key Destinations from Ueno. A variety of Limited Express, Rapid, and Local services all run along the Utsunomiya Line between JR Ueno and Kuroiso stations.
  18. [18]
    HITACHI / TOKIWA | Trains & Routes | JR-EAST
    Two trains run on the Joban Line, the HITACHI which mainly runs between Shinagawa and Sendai, and the TOKIWA which mainly runs between Shinagawa and Katsuta. ...Missing: Main | Show results with:Main
  19. [19]
    Tohoku Shinkansen | Route Maps | JR-EAST
    The Tōhoku Shinkansen began operating in 1982. It runs between Tokyo and Shin-Aomori, the longest distance of any line operated by JR EAST.
  20. [20]
    Prepaid IC Cards in Japan: Suica, Pasmo, Icoca
    Nov 4, 2024 · But in Greater Tokyo, Niigata and Sendai, train fares can differ by a few yen depending on whether an IC card or a paper ticket is used.Missing: Main journey
  21. [21]
    Tokyo To Sendai - Japan Travel by NAVITIME
    This is a timetable using the JR Utsunomiya Line[Tohoku Main Line]‧JR Ueno Tokyo Line(Hitachi) from Tokyo to Sendai. You can check the list of departure, ...
  22. [22]
    [PDF] Highlights of Three Japan Railway Companies' Financial Results for ...
    May 15, 2023 · This suggests prompt recovery of non-commuter pass passengers centering on Shinkansen. For FY2023, combined railway transportation revenue of ...
  23. [23]
    Logistics (for RAILWAY BUSINESS) | JR貨物 日本貨物鉄道株式会社
    Our powerful freight trains are specialized for oil or cement, limestone, chemicals, bulky machinery and other materials, Maximizing the advantages of rail ...Missing: Tohoku lumber
  24. [24]
    Railway Town Omiya Omiya Tourism Information | JR EAST - JR東日本
    2nd place: "Omiya Marshalling Yard". It serves as a branch point for freight train operations. In spring, the "Omiya Misao Cherry Blossoms," which were planted ...
  25. [25]
    Corporate Overview (in CORPORATE DATA) - JR貨物
    Opening of “Tsumikae Station“ inside Gifu Freight Terminal Station and Koriyama Freight Terminal Station Completion of plant factory of Yamamura JR Freight Kira ...Missing: yards | Show results with:yards
  26. [26]
    [PDF] 2023.04.12 ニュースリリース 2022年度輸送実績（速報） - JR貨物
    車扱全体では前年比 101.5％となった。 コンテナ・車扱の合計では、前年比 99.9％となった。 2．輸送実績. （単位 ...
  27. [27]
    [PDF] 10．東北地方における貨物鉄道事業の現況
    （2）JRコンテナ貨物輸送量（東北支社合計推移、下表は平成27年度支店別データ）. 地 域 区 分. 発トン数. 28年度 着トン数. 合 計. 資料：日本貨物鉄道株式会社東北支社.
  28. [28]
    Rail Freight in Japan—The Situation Today and Challenges for ...
    The heaviest rail freight volumes are on the Tokyo–Osaka section of the Tokaido main line but many sections of this line are now operating near maximum capacity ...
  29. [29]
    Railroad Container Tour organized by JR Freight - Freshnet Co.
    Apr 15, 2024 · We participated in a railroad container tour at Sendai Cargo Terminal Station hosted by JR Freight. After the briefing, we visited exhibits ...
  30. [30]
    JR-EAST - Travel Service Centers & Accessibility
    ... JR East has an active accessibility program for updating the facilities in its stations. Measures including installing elevators, building wheelchair ramps ...Missing: Main | Show results with:Main
  31. [31]
    [PDF] JR East will accelerate the establishment of barrier-free facilities
    Apr 5, 2022 · ○ Going forward, JR East will install platform doors at 330 stations by line (a total of 758 ... Tohoku Line. Platform doors. Elevators.Missing: Main | Show results with:Main
  32. [32]
    JR東北本線の駅INDEX
    東京と青森を最短距離で結び、沿線8都県のうち、一駅だけわずかにかすめる茨城県を除く全ての県都駅を要する、言わば日本第二の国土軸を成す幹線。総距離739.2キロは ...
  33. [33]
    Damage to railway earth structures and foundations caused by the ...
    Statistics are compiled on the damage to railway earth structures, soil retaining walls and bridge foundations caused by the 2011 off the Pacific Coast of ...Missing: post- | Show results with:post-
  34. [34]
    [PDF] Technology to Enhance the Safety of Railway Structures During ...
    Mar 12, 2023 · These include improving the accuracy of wide-area earthquake damage estimation, developing quake-proof reinforcement methods, reflecting the ...
  35. [35]
    [PDF] Damage to the Railway System along the Coast Due to the 2011 ...
    Mar 11, 2011 · This paper presents an outline of the 2011 Tohoku. Earthquake Tsunami, and, because the degree and form of damage differed by route, examples of ...
  36. [36]
    [PDF] Ministry of Land, Infrastructure, Transport and Tourism
    Jan 7, 2019 · This white paper covers national land and transportation administration, changes in Japanese society, land, cities, rural areas, and ...
  37. [37]
    [PDF] A Review of the Japanese Train Control Systems
    The ATS was developed by the Japanese National. Railways (JNR) to prevent accidents like the Mikawashima train crash in 1962. The accident was caused by a ...
  38. [38]
    [PDF] ERTMS/ETCS LEVELS
    ERTMS/ETCS Level 1 is an add-on system designed to work on existing conventional railway lines already equipped with lineside signals and train detectors.Missing: Tōhoku ATC 2025 grade crossing
  39. [39]
    [PDF] Technical Regulatory Standards on Japanese Railways
    (3) Tensioning device (the automatic type for main lines on Shinkansen railways) shall be provided on overhead contact lines and messenger wires at appropriate ...<|separator|>
  40. [40]
    [PDF] Railway Technology Avalanche December 27, 2012 No.41
    Dec 27, 2012 · RTRI is now checking the practical validity of AICS-SS on a trial basis on an actual track while aiming at commercialization of the devices at ...
  41. [41]
    [PDF] Development of Environmentally Friendly E231 Series
    It is also the first factory in the JR East Group to acquire ISO9001 and ISO14001 certification. The E231 series is a train designed as a standard commuter and ...Missing: 1000 | Show results with:1000
  42. [42]
    [PDF] 2012 Annual Report
    Jul 18, 2012 · In the fiscal year ending in March 2013, we plan to make capital ... conventional Series 205 cars, which will help alleviate crowding ...
  43. [43]
    [PDF] A Brief History of JR East
    Apr 1, 1989 · of Tohoku Shinkansen Line debuted. • E501 series commuter-type railcars introduced on Joban Line. 1996 February 10. • Units in first ...
  44. [44]
    E493 series - Locomotive Wiki - Fandom
    The E493 series is a Japanese non-revenue dual-voltage electric multiple unit operated by the East Japan Railway Company since May 2024 for switching and other ...Service Information · Preservation Information · History
  45. [45]
    Freight Locomotives - Sumida Crossing
    Around Tōkyō, they are primarily used on the Tōkaidō Main Line, replacing older EF65 and EF66 units. ... Japan coast and that EH500 locomotives are used on the ...
  46. [46]
    Railway Modernization and Shinkansen
    Railway transport in northern Japan was reinforced significantly with the total electrification and double-tracking of the Tohoku Line by 1968 and the putting ...<|control11|><|separator|>
  47. [47]
    History of The Railway Town Omiya - JR東日本
    By 1932, the Keihin-Tohoku Line had begun operations, doubling the number of passengers using Omiya Station. Urbanization of the area progressed rapidly. Later, ...
  48. [48]
    [PDF] JR East Group Report 2025
    Oct 3, 2025 · The JR East Group aims to help realize an inclusive society where everyone can live comfortably. In line with this philosophy, since 2024, ...
  49. [49]
    Untitled
    the Nippon Railway Company being the first to be established in. 1881. Nippon Railway capitalized 2 million yen, and built the. Tokyo-Aomori line. The ...
  50. [50]
    [PDF] eCopy, Inc. - The Heritage Foundation
    In 1881, for example, the government helped the Nippon Railway Company to its feet with abundant financial assistance and low-cost loans. In 1890 the ...<|control11|><|separator|>
  51. [51]
    6. Railways - Open Book Publishers
    The first line opened between Shimbashi (Tōkyō) and Noge Kaigan, Yokohama, on 14 October 1872 under the control of the Ministry of Public Works. Other routes ...Missing: Nippon | Show results with:Nippon
  52. [52]
    Express Train to Industrialization: Japan's First Railway Line
    Oct 13, 2022 · Nippon Railway began by building a line between Ueno and Kumagaya in Saitama Prefecture in 1883, before extending further north and adding ...Missing: Tōhoku Main origins
  53. [53]
    Category:Kuroiso Station - Wikimedia Commons
    Mar 15, 2019 · Nippon Railway (1886). Inception. 1 December 1886. Date of official opening. 1 December 1886. Connecting line. Tōhoku Main Line (Utsunomiya Line).
  54. [54]
    Railway System In Japan - ArcGIS StoryMaps
    Nov 30, 2023 · The first private rail company in Japan was Nippon Railway (Nippon Tetsudo) in 1881, which completed the Tōhoku Main Line that ran from Ueno ...
  55. [55]
    Category:Morioka Station - Wikimedia Commons
    Oct 3, 2024 · East Japan Railway Company · IGR Iwate Galaxy Railway (2002–). Founded by. Nippon Railway (1890). Inception. 1 November 1890. Date of official ...
  56. [56]
    [PDF] Nationalisation of Railways and Dispute over Reconstruction to ...
    During the Russo-Japanese War, the government framed the railway nationalisation plan with a view to post-war economic management. The purposes of the railway.
  57. [57]
    National Rail and Tourism from the Russo-Japanese War to the Asia ...
    Imperial Russia, the Railway Nationalization Act (Tetsudō Kokuyū Hō 鉄道国有法) was enacted. From October 1906 to October 1907, seventeen private rail companies ...
  58. [58]
    [PDF] Opening of Tokyo Station and the development of Marunouchi
    Construction began in 1908 and was completed in 1914. Expansion of the railway network (1910s). With the opening of Tokyo Station, the starting point of the ...
  59. [59]
    Japan's Rail Technology Development from 1945 to the Future
    Japan's rail tech developed from post-war repairs, to diesel/electric, high-speed EMUs, the Shinkansen, and the foundation for safe, high-speed rail.
  60. [60]
    [PDF] new developments in transportation
    Trains using alternating current started service in the section north of Kuroiso on the Tohoku Main Line in July 1959, in the section north of Toride on the ...
  61. [61]
    Tohoku and Niigata Region
    The 739.2-km Tohoku main line (Tokyo–Aomori) runs mostly between Tohoku's eastern highlands and the Ou Range forming the central spine of the Tohoku region. ...
  62. [62]
    Tohoku Shinkansen - Japan Guide
    Mar 16, 2025 · The Tohoku Shinkansen (東北新幹線, Tōhoku Shinkansen) is a shinkansen line that connects Tokyo with Aomori at the northern tip of Honshu.Missing: Main | Show results with:Main
  63. [63]
    Shinkansen from Morioka to Shin-Aomori - Trip.com
    The Morioka to Shin-Aomori average train fare is around $40.76. The average travel time is 1h 3m, covering a distance of approximately 82 miles. There are ...
  64. [64]
    [PDF] JR East Background
    Although JR East initially leased the Tohoku and Joetsu Shinkansen lines from the Shinkansen Holding Corporation, on October 1, 1991, it purchased both lines ...
  65. [65]
    Yamagata Shinkansen | Route Maps | JR-EAST
    ... Main Line was converted to allow the Shinkansen to pass directly through. The line was extended to Shinjo in 1999. Train Information. The following train ...
  66. [66]
    Series E8 enters service on Yamagata mini-Shinkansen
    Mar 20, 2024 · The 421·4 km route to Shinjo comprises 212·8 km on the Tohoku Shinkansen from Tokyo to Fukushima and 148·6 km on the Yamagata Shinkansen. JR ...
  67. [67]
    M 9.1 - 2011 Great Tohoku Earthquake, Japan
    Mar 11, 2011 · The March 11, 2011, M 9.1 Tohoku earthquake, which occurred near the northeast coast of Honshu, Japan, resulted from shallow thrust faulting on ...
  68. [68]
    The Great East Japan Earthquake and JR Group Response ...
    Service resumed on the Tohoku main line on 21 April, 41 days after the earthquake, and gradually thereafter on other lines, except those damaged by the tsunami ...
  69. [69]
    The impact of the Covid-19 pandemic on the management of private ...
    In response, Japanese railway companies have been cutting costs by reducing regular trains, suspending special trains, moving up the last train service, and ...Missing: Tōhoku reductions
  70. [70]
    [PDF] ⅠThe Early Days of Seibu Railway(1892–1969)
    Starting with the Kobu Railway, which opened in 1889, four railway companies were founded, including the Kawagoe. Railway in 1892, the Tama Railway in 1910, and ...Missing: Tōhoku 1892-1971
  71. [71]
    Tōkyō Freight Lines - Sumida Crossing
    JRF operates several freight terminals in and around Tōkyō, and has operating rights over most JR narrow-gauge lines. Kajigaya Freight Terminal - A freight ...
  72. [72]
    Tobu Lines
    The Tateiwa branch ceased operation in 1961 following a landslide and was formally closed in 1964.
  73. [73]
    [PDF] Tobu Museum of Transport and Culture
    In the 1930s, Tobu Railway established a major tourist route consisting of the Tobu Nikko Line, Nikko Tramway, cable cars, and buses, attracting many tourists.
  74. [74]
    Abukuma Express | Organisations | Railway Gazette International
    This third sector railway took over JNR's Marumori line (Tsukinoki to Marumori) in 1986. The line was originally opened in 1968 as a relief line for the ...Missing: history | Show results with:history
  75. [75]
    https://www.japanrailclub.com/four-seasons-suigun-line/
  76. [76]
    [PDF] JR East Group Sustainability Report 2019
    We are operating a BRT (bus rapid transit) system as a sustainable transportation mode on the Kesennuma Line and. Ofunato Line, which is contributing to the ...
  77. [77]
    [PDF] JR East Group Report INTEGRATED REPORT 2022
    Since the resumption of full operations, we have been working to revitalize the affected areas and the entire Tohoku region as part of the second stage of ...
  78. [78]
    Connecting Sanriku, Connecting People | March 2019
    Mar 9, 2019 · However, Sanriku Railway will take over operations after JR completes restoration work on the line. This line will make a fresh start as the ...
  79. [79]
    Expansion of High–speed Rail Services
    Concurrent with the opening of the Tohoku Shinkansen extension to Shin Aomori on 4 December 2010, Aoimori Railway Co., Ltd. celebrated the opening of its ...