Ueno–Tokyo Line

 

Beginning from Ueno Station, the project involved re-laying about 2.5 km (1.6 mi)^[4] of existing tracks that formerly linked the two stations until separated near Kanda Station to make room for the Tōhoku Shinkansen extension to Tokyo.^{[citation needed]} The gap was reconnected by a new 1.3 km (0.81 mi)^[4] top deck on the existing Shinkansen viaduct near Kanda Station with ramps at either end up from the existing formations.^[6] Provision was made during construction of the Shinkansen link for eventual restoration of through traffic on the Tohoku Lines.^[7] JR East built train turnback facilities at Shinagawa Station on the Tōkaidō Line, allowing through trains from Ueno to terminate there and return north.^[2]

Trains from the Utsunomiya Line, Takasaki Line, and Jōban Line run non-stop between Ueno and Tokyo Station and continue on the Tōkaidō Line towards Shinagawa (all trains departing the Jōban Line terminate here), Yokohama,^[8] Ōfuna, Hiratsuka, Kōzu, Odawara, Atami, Numazu in the JR Central Tōkaidō Main Line and Itō in the Itō Line. Initially, up to 15 services per hour run during the morning peak, increased to 20 per hour in 2016.^[9] Joban Line limited express services (Hitachi limited-stop and Tokiwa semi-fast) were extended south of Ueno via the Ueno–Tokyo Line, with most services terminating at Shinagawa Station.^[10]

The Tōhoku Main Line ran to Tokyo station both prior to and following World War II. Although the connector between Ueno and Tokyo was only used for freight trains and forwarding at first, the Allied occupation forces ran passenger trains from Tokyo Station through the Tohoku Main Line following World War II, and this was followed by a number of through services from the 1950s until the 1970s. The connection between Ueno and Tokyo was closed to passenger service in April 1973, and to freight service in January 1983; the portion of the line around Akihabara and Kanda was dismantled to provide a right-of-way to extend the Tōhoku Shinkansen to Tokyo Station, with through services to Tokyo station commencing in 1991.

A government panel recommendation in 2000 suggested restoring the connector between Ueno and Tokyo by 2015, and JR East officially announced the project on 27 March 2002.

The project received support from various local governments, particularly in Saitama Prefecture, Ibaraki Prefecture, and other areas to the north of Tokyo.^{[citation needed]} However, residents of the area immediately surrounding the project cited light blockage and earthquake risk, and applied to a Tokyo court for an injunction against construction in 2007.^[11] The lawsuit was dismissed in 2012.

The project was originally scheduled to be completed in fiscal 2013, but completion was delayed by the effects of the 2011 Tōhoku earthquake and tsunami.^[9]

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  View of the planned route south of Akihabara Station in March 2007
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  View from the platform of Kanda Station, October 2009. A bridge pylon is being built to carry a viaduct of the future Ueno–Tokyo Line. A ramp structure can be seen in the background.
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  Sign at Sanuki Station on the Jōban Line promoting the early completion of the project. The headline reads Without transfer, to Tokyo Station, to the Shinkansen
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  Elevated section of the Ueno–Tokyo Line under construction over the Tohoku Shinkansen tracks in August 2011

In January 2014, JR East president Tetsuro Tomita indicated that the company was considering the possibility of linking the Ueno–Tokyo Line in the future with a new direct access line to Haneda Airport also under consideration.^[12] The line started construction in 2023 and is set to be completed by 2031.^[13][14]

• Shōnan–Shinjuku Line, a similar line on the west side of Tokyo

• Official website (in Japanese)