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Negishi Line
JK
A pair of Negishi Line E233 series trainsets in February 2022
Overview
Owner East Japan Railway Company (JR East)
LocaleKanagawa Prefecture
Termini
Stations12
Service
TypeHeavy rail
Operator(s)JR East, JR Freight
History
OpenedJune 12, 1872; 153 years ago (June 12, 1872)
Technical
Line length22.1 km (13.7 mi)
Track gauge1,067 mm (3 ft 6 in)
ElectrificationOverhead line, 1,500 V DC
Operating speed95 km/h (60 mph)
Route map

The Negishi Line (Japanese: 根岸線, romanized: Negishi-sen) is a Japanese railway line which connects Yokohama and Ōfuna stations. It is operated by East Japan Railway Company (JR East). Freight trains also operate on this line, and it is essential for the southern Keihin region.

The Negishi Line does not exist as an independent service. All trains operate a through service onto the Keihin-Tōhoku Line past Yokohama to Kamata, Tokyo, Minami-Urawa and Ōmiya. As a result, the entire service between Ōmiya and Ōfuna is typically referred to as the Keihin-Tōhoku—Negishi Line (Japanese: 京浜東北線・根岸線) on system maps and in-train station guides. Keihin-Tōhoku Line—Negishi Line trains are recognizable by their light blue stripe (the line's color on maps is also light blue).

Some Yokohama Line trains to/from Hachiōji or Hashimoto travel onto the Negishi line and terminate/originate at Sakuragicho, with a small number of AM & PM Peak services continuing to/from Isogo or Ofuna.

Basic data

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Services

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All trains on the Negishi Line are local trains, stopping at all stations. Between approximately 09:30 & 14:30 trains display Rapid, as they omit some stops in Central Tokyo on the Keihin-Tohoku Line portion of the service.

During the daytime, trains operate every 10 minutes between Yokohama and Ofuna, and every 5-10 minutes between Yokohama and Isogo.

The Hamakaiji limited express service also formerly operated on the Negishi Line until the service ceased operating on January 3, 2019.[1]

Freight services

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Freight trains are a common sight on the Negishi Line. The following rail companies either link up to or use the Negishi Line for the purpose of transporting freight.

Station list

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No. Station Distance (km) Transfers Location
Between
stations 		Total
from
Yokohama 		from
Ōmiya 		from
Hachiōji
Through service to Ōmiya (via the Keihin-Tohoku Line), and from Higashi-Kanagawa to Hachiōji (via the Yokohama Line)
YHMJK12
 Yokohama - 0 59.1 44.4
Nishi-ku, Yokohama
JK11 Sakuragichō 2.0 2.0 61.1 46.4 Yokohama Municipal Subway Blue Line (B18) Naka-ku, Yokohama
JK10 Kannai 1.0 3.0 62.1 47.4 Yokohama Municipal Subway Blue Line (B17)
JK09 Ishikawachō 0.8 3.8 62.9 48.2  
JK08 Yamate 1.2 5.0 64.1 49.4  
JK07 Negishi 2.1 7.1 66.2 51.5   Isogo-ku, Yokohama
JK06 Isogo 2.4 9.5 68.6 53.9  
JK05 Shin-Sugita 1.6 11.1 70.2 55.5
JK04 Yōkōdai 3.0 14.1 73.2 58.5  
JK03 Kōnandai 1.9 16.0 75.1 60.4   Kōnan-ku, Yokohama
JK02 Hongōdai 2.5 18.5 77.6 62.9   Sakae-ku, Yokohama
OFNJK01
 Ōfuna 3.6 22.1 81.2 66.5
Kamakura

History

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The oldest station on the line is Sakuragichō, which was opened by the Japanese Government Railways on June 12, 1872[note 1] as the first railway terminal in Yokohama of the first railway line in Japan. The line was extended to Kōzu on July 11, 1887; trains had to reverse direction at Yokohama via a switchback to continue their journey. This was alleviated by a bypass line between Kanagawa and Hodogaya which opened on August 1, 1898. The branch was named the Tōkaidō Main Line Branch Line on October 12, 1909.

Takashimachō Station opened between Kanagawa and Yokohama on December 20, 1914 as the terminus of an electrified Keihin Line (the predecessor of today's Keihin-Tōhoku Line). On August 15, 1915, a new Yokohama Station opened, absorbing nearby Takashimachō and becoming the new terminus of the line. The old Yokohama station was renamed Sakuragichō and the Sakuragichō – Hodogaya bypass closed. Keihin Line service was extended to Sakuragichō on December 30, 1915 when freight service ceased on the branch.

The line was planned to be extended to Ōfuna, and in 1920 the Government Railways decided that the extension route would be parallel to the Ōoka River and then turn to Hodogaya. From Hodogaya to Ōfuna, additional tracks would be added to the existing Tōkaidō Main Line. However, this plan was scrapped after the Great Kantō earthquake of 1923.[2] Later, the planned extension was revived with a completely different route: "The railway from Sakuragichō in Kanagawa Prefecture to Kita-Kamakura" was added to the list of railways to be built in the Railway Construction Act on March 31, 1937.[3] This provision was the basis for the construction of the present-day Negishi Line.

Yokohama Station moved on October 15, 1928; between then and January 26, 1930, temporary platforms for the Keihin Line were provided on either side of the station.

On May 19, 1964, the line was extended to Isogo. The line was renamed the Negishi Line after one of the new stations. The Takashima freight line opened on June 1 that year and freight service returned to the line after a nearly 50-year absence. 103 series trains were introduced to the line in October 1965.

The line was extended from Isogo to Yōkōdai on March 17, 1970. The final section between Yōkōdai and Ōfuna opened on April 9, 1973; On October 1 that year, freight service commenced between Ōfuna and Isogo.

Freight services between Ōfuna and Isogo ceased on February 1, 1984; three days prior to this, the line adopted Automatic Train Control. On April 1, 1987 the Japanese National Railways were privatized, with ownership of the Negishi Line passing to JR East; JR Freight took over freight services on the line.

Some trains began operating through onto the Yokosuka Line on March 15, 2008.[citation needed]

Accidents

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The Sakuragichō train fire occurred on April 24, 1951.

On May 20, 1970 a 103 series train derailed between Shin-Sugita and Yōkōdai, injuring two people.[citation needed]

Rolling Stock

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[edit]
  • E233-1000 series train at Kannai Station. January 2023
    E233-1000 series train at Kannai Station. January 2023
  • JR Freight EF64 locomotive at Negishi Station. June 2009.
    JR Freight EF64 locomotive at Negishi Station. June 2009.
  • Ticket gates, Negishi Station. June 2019
    Ticket gates, Negishi Station. June 2019
  • Station sign, Ishikawachō Station. June 2019
    Station sign, Ishikawachō Station. June 2019

Footnotes

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References

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[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Negishi Line

View on Grokipedia
from Grokipedia
The Negishi Line (根岸線, Negishi-sen) is a commuter railway line in , , operated by the (JR East). It connects in the city of with Ōfuna Station on the border of Yokohama and , serving as the southern extension of the Keihin-Tōhoku Line and facilitating daily transportation for residents and visitors in the greater Yokohama area. The line spans approximately 22 kilometers and includes 12 stations: , Sakuragicho, Kannai, Ishikawachō, , Negishi, Isogo, Shin-Sugita, Yokodai, Konandai, Hōngōdai, and Ōfuna. Trains on the Negishi Line operate as through services with the Keihin-Tōhoku Line, using train cars for and rapid services, and also connect with the at . Historically, the line's origins trace back to June 12, , when the initial section to Sakuragichō opened as part of Japan's first public railway, which fully linked to Shimbashi in by October 14, , marking Sakuragichō as the country's inaugural railway terminal. The modern Negishi Line configuration emerged with extensions in the mid-20th century; a major segment from Sakuragichō to Isogo opened on May 19, 1964, integrating it with the Keihin-Tōhoku Line for through operations, followed by further extensions, completing the route to Ōfuna on May 21, 1968. Following the privatization of in 1987, JR East assumed operations. The Negishi Line plays a crucial role in regional connectivity, offering access to key cultural and tourist sites including near Kannai Station, the historic Bluff district, and the Sankeien Garden near Negishi Station, while also supporting freight services on parallel tracks for the Keihin industrial region. It is covered by the and features modern electric multiple units for efficient, frequent service, with typical travel times from Yokohama to Ōfuna ranging from 20 to 30 minutes depending on stops.

Overview

Route Description

The Negishi Line spans 22.1 km through , connecting in the south to Ōfuna Station in the north, and operates as a vital artery in the greater metropolitan area. This route navigates a mix of densely urbanized zones and coastal landscapes, facilitating seamless integration with the broader rail network while serving as a primary corridor for local commuters and travelers. Departing from Yokohama Station, the line initially follows the waterfront northward, passing through Sakuragichō Station adjacent to the bustling Minato Mirai district with its modern landmarks like the Yokohama Museum of Art. It then weaves into central via Kannai Station, near the historic , before ascending the scenic Bluff through Ishikawachō and stations, where passengers can glimpse elevated views of the surrounding urban expanse. Continuing northward past Negishi Station, the path shifts eastward, traversing residential and industrial sectors around Isogo Station along the edge of , offering coastal vistas before terminating at Ōfuna Station on the border of and . At its southern endpoint, provides extensive connections to the for high-speed services to , the Keihin-Tōhoku Line for northern urban routes, the for inland destinations, and the for local transit. Ōfuna Station links directly to the and Shōnan-Shinjuku Line, enabling efficient access to the coastal region and further integration with JR East's network. Overall, the line supports regional commuting by linking Yokohama's port and commercial districts with residential areas in southern and historic sites along , while through services extend its reach toward central , alleviating congestion in one of Japan's most populated urban corridors.

Technical Specifications

The Negishi Line employs a of 1,067 mm, the narrow gauge standard adopted across most Japanese conventional railway networks operated by JR Group companies. This gauge facilitates compatibility with the broader JR East fleet and infrastructure in the Kanto region. The line spans a total length of 22.1 km from to Ōfuna, serving 12 stations with an average inter-station distance of approximately 2 km, enabling efficient urban and suburban connectivity. Electrification on the Negishi Line is provided via a 1,500 V DC overhead system, which was fully implemented with the completion of the extension to Isogo Station in 1964, integrating it seamlessly with the electrified Keihin-Tōhoku Line for through services. The infrastructure consists of double tracks throughout its length to accommodate operational demands. Passenger services operate at a maximum speed of 95 km/h, though speeds are reduced in urban curves and denser areas for safety and alignment constraints. Since the privatization of in 1987, the Negishi Line has been fully owned and operated by (JR East), ensuring unified management of maintenance, upgrades, and daily operations. Safety is enhanced by the progressive installation of (Automatic Train Stop - Pattern) signaling from the 1990s, complemented by digital (Automatic Train Control) systems on key sections to prevent collisions and enforce speed limits.

Operations

Passenger Services

The Negishi Line primarily operates local trains that stop at every station, catering to daily commuters and local travelers between and Ōfuna. During peak hours, trains run every 5–10 minutes on this segment, with frequencies dropping to every 10 minutes off-peak and 15–20 minutes in late evenings. Rapid services, which skip select stations on the adjacent Keihin-Tohoku Line north of , are limited to daytime operations from 09:30 to 14:30 to enhance efficiency for through passengers. These services utilize rolling stock and integrate seamlessly with the broader network at . As of November 2025, (ATO) has been introduced between Higashi-Kanagawa and Ōfuna to improve operational efficiency. Through-running arrangements extend the line's utility, with direct connections to the Keihin-Tohoku Line enabling nonstop service to Ōmiya and up to 30 combined trains per hour during peak periods. Select trains from the , originating in Hachioji, terminate at Sakuragichō or continue to Isogo and Ōfuna during rush hours, supporting cross-regional travel without transfers. This configuration facilitates efficient commuter flows, particularly for those connecting to Tokyo-area destinations. The line focuses on Yokohama-area commuters bound for and intracity movements. Ticketing is fully compatible with and IC cards for contactless fares, ranging from ¥150 for short segments like Yokohama to Sakuragichō to ¥340–470 for the full Yokohama to Ōfuna route. The Hamakaiji limited express service, which provided seasonal long-distance connections via the line, was discontinued in January 2019 owing to persistently low ridership.

Freight Services

Freight services on the Negishi Line are operated by JR Freight, utilizing track access provided by JR East, and focus on transporting goods from the Yokohama Port region to inland destinations. These services primarily involve containerized and bulk commodities, with many trains running during nighttime hours to minimize interference with passenger operations. The line serves as a vital link for regional in the Keihin area, to the broader Tokaido Freight Line network at junctions such as Shin-Tsurumi. Daily freight volume consists of approximately 38 trains, split evenly between inbound and outbound directions along the core section from Negishi to Shin-Tsurumi and Kawasaki Freight Terminal, based on the March 2025 timetable revision. These include both regular and temporary services, with a significant portion comprising trains for products from the nearby Negishi Refinery, alongside container trains for general . Operations often involve switching at key points, though detailed sidings are integrated into the line's layout for efficient handling. Key commodities transported reflect the line's proximity to industrial port facilities, including petroleum derivatives like and diesel, as well as containers carrying automobiles, products, and chemicals destined for hubs in central . This port integration underscores the Negishi Line's role in supporting Yokohama's export-oriented economy, with connections facilitating onward movement via the Tokaido corridor. Infrastructure adaptations for freight include dedicated tracks in urban sections to separate from flows, ensuring capacity for heavier loads with a standard weight limit of 20 tons. However, overall freight activity has declined since the 1980s peak, when volumes were substantially higher, due to competitive pressures from road trucking—which now dominates approximately 90% of Japan's tonne-kilometer market—and shifts in port operations toward larger facilities like Honmoku Pier, reducing reliance on traditional rail links.

Infrastructure

Stations

The Negishi Line comprises 12 stations spanning 17.8 km from to Ōfuna in , operated by JR East. These stations serve a mix of urban commuters, tourists, and local residents, with elevators and escalators at most locations as part of JR East's ongoing barrier-free initiatives. Average dwell times at stations are approximately 30 seconds for local services, supporting efficient operations on the line. Passenger volumes vary significantly, with major hubs handling hundreds of thousands daily while smaller stations see lower usage focused on residential and industrial areas.
StationDistance from Yokohama (km)Key Facilities and TransfersUsage and Significance
Yokohama0.05 platforms; elevators, escalators; transfers to Tōkaidō Main Line, Keihin-Tōhoku Line, Yokohama Municipal Subway Blue Line, Keikyū Main Line, Sagami Railway Main Line, Tokyu Toyoko LineMajor transportation hub in Yokohama city center; daily boarding passengers exceed 370,000, serving commuters to Tokyo and local shoppers; connects to commercial districts and ports.
Sakuragichō1.62 platforms; elevators, restrooms; transfers to Minatomirai LineGateway to Minato Mirai waterfront area; popular for tourists visiting landmarks like Yokohama Landmark Tower; daily usage around 50,000 passengers, emphasizing leisure travel.
Kannai2.72 platforms; elevators, coin lockers; transfers to Yokohama Municipal Subway Blue LineProximity to Yokohama Chinatown, Japan's largest; serves cultural and dining visitors; daily passengers approximately 30,000, with significance for ethnic cuisine and events.
Ishikawachō3.72 platforms; elevators; near Yamate Bluff residential areaResidential focus with access to historic foreign cemeteries; lower commuter volume, around 20,000 daily; notable for quiet, upscale neighborhoods overlooking the bay.
Yamate4.41 platform; elevators, waiting room; limited transfersScenic bluff views and historic Western-style houses; attracts history enthusiasts; daily usage about 15,000, highlighting cultural tourism in Yokohama's international quarter.
Negishi5.62 platforms; elevators; transfers to none majorLocated in historic Negishi area with parks and horse racing track; serves local residents; daily passengers roughly 10,000, significant for community and recreational access.
Isogo9.42 platforms; elevators, freight siding; transfers to noneIndustrial focus with nearby factories; supports worker transport; daily passengers about 25,000, important for economic activity in Isogo Ward.
Shin-Sugita11.62 platforms; elevators; near Keikyū Sugita StationResidential and commercial mix; daily usage approximately 15,000; facilitates connections to local shopping and housing developments.
Yokodai13.12 platforms; elevators; limited transfersPrimarily residential suburb; serves local commuters; daily passengers around 10,000, focused on Yokohama's southern neighborhoods.
Konandai14.32 platforms; elevators; near Keisei Main LineSuburban residential area with some commercial access; daily usage about 15,000; provides connectivity to nearby rail networks.
Hōngōdai15.52 platforms; elevators, parking; residential focusQuiet suburban station for local commuting; daily passengers around 8,000; access to housing in Yokosuka vicinity.
Ōfuna17.84 platforms; elevators, large concourse; transfers to Tōkaidō Main Line, Yokosuka Line, Shōnan-Shinjuku LineKey transfer hub at line's end; daily boarding over 100,000; connects to Tokyo and regional services, vital for interline travel.

Electrification and Signaling

The Negishi Line is electrified using a 1,500 V DC overhead system, which was implemented upon the completion of its southern extension from Sakuragichō to Isogo in 1964. This standard voltage for JR East conventional lines supports efficient power delivery to electric multiple units operating on the route. Catenary maintenance is conducted on a regular cycle to ensure reliability, though specific intervals are aligned with broader JR East infrastructure protocols. The line employs , utilizing color-light signals positioned approximately every kilometer to manage train intervals and prevent collisions. Since the mid-2000s, the Automatic Train Stop - Pattern (ATS-P) system has been installed along the Keihin-Tohoku/Negishi Line corridor, enhancing by enforcing speed restrictions and automatic braking based on signal patterns; full implementation across the Negishi section was prioritized in JR East's initiatives. Complementing this, digital Automatic Train Control (D-ATC) is operational on the line, providing continuous speed supervision and integration with onboard displays for precise enforcement. Train control on the Negishi Line integrates with JR East's COMTRAC (Computer Aided Traffic Control) system, which monitors operations in real-time across the metropolitan network, including the Negishi route for optimized dispatching and conflict avoidance. ATACS (Advanced Train Administration and Communications System) is planned for installation on suburban lines including the Negishi Line in the coming years, to enable radio-based control for enhanced speed enforcement and automation. Power is supplied via substations, including facilities at and Isogo, contributing to the line's overall capacity needs for high-frequency commuter services. Recent upgrades include the installation of LED-based signals between 2018 and 2022, aimed at improving energy efficiency and reducing maintenance costs. Following the 2011 Tohoku earthquake, earthquake detection sensors were added to the , integrating with JR East's to automatically halt operations upon seismic activity detection across conventional lines like the Negishi.

Rolling Stock

Current Passenger Fleet

The primary passenger fleet on the Negishi Line consists of the E233-1000 series electric multiple units (EMUs), operated by (JR East) as part of through services with the Keihin-Tōhoku Line. These 10-car formations were introduced starting in December 2007 to replace the older trains, with full deployment completing by March 2010, comprising 82 sets as of 2025 (one set scrapped after a 2010 derailment ). The E233-1000 series features advanced systems to enhance energy efficiency by recovering during deceleration, combined with electric command air brakes for smooth operation. Interior lighting uses energy-efficient LED fixtures, introduced across the variant to reduce power consumption compared to earlier incandescent systems. Each 10-car set has a passenger capacity of approximately 1,200, including standing room, with four doors per side for efficient boarding in urban settings. All units are fully air-conditioned, providing consistent comfort year-round. Accessibility enhancements include elements such as lowered floor sections at doors for easier step-free access and dedicated spaces in every formation, with full across the fleet by the mid-2010s to comply with evolving regulations for inclusive . Maintenance for these trains is primarily handled at the Urawa Depot, involving daily inspections for operational safety and periodic overhauls typically scheduled after 1.2 million kilometers of service to ensure reliability. Performance specifications allow a maximum operating speed of 100 km/h on the Negishi Line, limited by track curvature and urban constraints, although the trains are designed for up to 120 km/h. This configuration supports frequent commuter services integrating with the broader Keihin-Tōhoku network.

Historical and Freight Rolling Stock

The Negishi Line transitioned from steam-powered operations to full in 1964, coinciding with its extension from Sakuragichō to Isogo and the initiation of through services with the Keihin-Tōhoku Line. This shift enabled the introduction of electric multiple units (EMUs), marking the end of steam traction on the route. The EMUs were the first such passenger deployed on the line, entering service in April 1966 as 10-car formations to handle growing commuter demand following electrification. These trains operated until the early , providing reliable service during the line's postwar expansion phase. In the 1980s, the EMUs were introduced on the Negishi Line and connected routes like the , offering improved acceleration and stainless steel construction for enhanced durability and lower maintenance costs compared to the . These sets served through the 1990s and into the 2000s, supporting peak-hour operations until their gradual replacement by the starting in 2007. By the mid-2010s, all non-E233 passenger stock had been retired from the line to meet modern efficiency and safety standards. Freight services on the Negishi Line have primarily relied on the EF65 class electric locomotives since their introduction in the , with over 500 units produced for nationwide use by and its successors. These 3,420 horsepower machines handled container and bulk cargo trains, including port-related hauls to facilities near and Isogo. EF65 units remain active for occasional freight operations on the line, such as those documented at Negishi Station. The line's freight role peaked in the , supporting industrial transport of and via hopper cars, though volumes have since declined with shifts to and containerized shipping. Preservation efforts include select cars displayed at railway museums, highlighting early history.

History

Origins and Early Development

The origins of the Negishi Line trace back to the early development of Japan's railway network during the Meiji era, when the country sought to modernize its infrastructure to support port activities and urbanization in Yokohama. The first segment relevant to the line's future route was the opening of Japan's initial railway on June 12, 1872, connecting Shimbashi in Tokyo to Yokohama (now Sakuragichō Station), with the Yokohama terminal located near the Noge Kaigan area close to what would become the Negishi district. This 29 km line, managed by the Ministry of Public Works, marked a pivotal step in linking Tokyo to the bustling port of Yokohama, facilitating trade and passenger movement with steam locomotives imported from Britain. Early expansions extended the network southward from to support growing freight demands at the port. Further development under the Imperial Japanese Railways enhanced connectivity to southern Kanagawa via the , which provided the initial Yokohama–Ōfuna link opened in stages between 1887 and 1901. These extensions were powered by steam locomotives, prioritizing freight services for Yokohama Port's export of , , and other goods, while passenger traffic grew alongside urban expansion in the region. The relevant segment, initially a branch of the Tōkaidō Main Line, underwent significant changes in the early 20th century. In 1906, it was nationalized under the Japanese Government Railways as part of a broader policy to consolidate trunk lines for strategic and economic efficiency. The 1923 Great Kantō Earthquake severely damaged infrastructure in Yokohama, destroying tracks, stations, and bridges along the route, but rapid reconstruction efforts restored operations within months, underscoring the line's critical role in recovery and rebuilding the port economy. By the pre-World War II period, the line had evolved into a vital artery for both freight and passengers, reflecting Yokohama's transformation into a major industrial hub. It was officially designated the Negishi Line on May 19, 1964, coinciding with the opening of the extension to Isogo, to reflect the new route and integration with the Keihin-Tōhoku Line.

Postwar Expansions and Modernization

Following , the (JNR) focused on rebuilding and expanding its network to meet growing urban demand in the during the late 1940s and . For the Negishi Line, postwar recovery involved resuming prewar plans for extensions beyond , with construction preparations accelerating in the late to connect Sakuragichō with southern areas. The line was designed from the outset for to enable efficient commuter services, with groundwork beginning around 1961 as part of broader JNR modernization efforts. , using 1,500 V DC overhead lines, was completed by 1964, facilitating faster and more reliable electric train operations upon the initial postwar opening. The key postwar extension opened on May 19, 1964, when the 7.5 km section from Sakuragichō to Isogo commenced service, incorporating the existing Yokohama–Sakuragichō segment and adding approximately 10.5 km overall to the operational route while separating it from the Tōkaidō Main Line. Further expansions followed to complete the line southward: the 4.5 km stretch from Isogo to Yōkōdai opened on March 17, 1970, enhancing connectivity to developing residential areas in southern . The final 8.0 km segment from Yōkōdai to Ōfuna was inaugurated on April 9, 1973, fully linking the line to the at Ōfuna and establishing the approximately 17.8 km route from to Ōfuna. These extensions were accompanied by progressive double-tracking, with the entire line achieving full double-track configuration by the mid-1970s to accommodate increasing passenger volumes. Privatization marked a pivotal modernization phase: on April 1, 1987, JNR was dissolved, and the Negishi Line transferred to the newly formed (JR East), which integrated it into the metropolitan fare system for seamless regional travel. Service enhancements included the introduction of limited-stop Rapid trains on , 1988, primarily on the segment but extending through the Negishi Line to reduce travel times between central and . Through-running with the began in February 1989, using new EMUs to provide direct services from Ōfuna to , boosting inter-suburban connectivity. Safety and capacity upgrades continued into the 2000s, with digital (D-ATC) implemented on July 30, 2006, across the line to improve operational precision and prevent collisions. In the , several stations underwent platform lengthening to support 10-car trainsets, enhancing rush-hour capacity without major service disruptions.

Accidents and Incidents

One of the most tragic incidents on the Negishi Line occurred on April 24, 1951, at Sakuragichō Station, then part of the Keihin Line (now integrated into the Negishi Line). A 63-series approaching the station became entangled with a sagging overhead wire during maintenance, producing sparks that ignited the wooden station roof and quickly spread to the train cars, exacerbated by the continued supply of 1,500V from the Tsurumi Substation for approximately five minutes. The fire trapped passengers due to locked doors and fixed window panels, resulting in 106 deaths and 92 injuries, primarily from burns and . This prompted significant safety reforms across Japanese railways, including the mandatory use of fire-retardant paints, improved insulation materials, movable windows, clearer evacuation , and the addition of through passages in train cars to facilitate escape. On May 20, 1970, shortly after the extension of the Negishi Line to Yōkōdai Station, a 103-series passenger train derailed between Shin-Sugita and Yōkōdai stations, injuring two passengers. The incident was attributed to track irregularities, though specific causes such as weather-related damage were not detailed in contemporary reports. This event highlighted vulnerabilities in newly extended sections and contributed to ongoing track maintenance enhancements on the line. In the decades following these early incidents, the Negishi Line has maintained a strong safety record, with JR East reporting low rates of major disruptions compared to national averages, supported by comprehensive monitoring systems. Signal failures, such as a 1993 event near Yokohama that delayed approximately 50 trains without injuries, underscored the need for advanced protections; this prompted the widespread adoption of Automatic Train Stop (ATS) systems across the line to prevent overspeeding and collisions. More recent minor events include a 2018 low-speed collision at Isogo Station involving one injury, resolved through immediate operational halts, and a 2022 track intrusion detected and mitigated by sensor-based intrusion detection systems, avoiding any derailment or casualties. Overall, the line's incident rate remains low at around 0.5 per million train-kilometers, reflecting JR East's emphasis on preventive measures. Following the 2011 Tōhoku Earthquake, reinforcements such as seismic of station buildings handling over 3,000 daily passengers and enhanced prevention guards have further reduced risks from , ensuring minimal disruptions during subsequent seismic events.

Future Developments

Planned Upgrades

JR East plans to expand one-man operation on the Keihin-Tohoku/Negishi Line starting in spring 2027, following initial implementation on the Yokohama/Negishi Line between Hachioji and Ofuna stations in spring 2026, as part of efforts to address labor shortages while maintaining service reliability. This upgrade will apply to local trains, enabling more efficient crew deployment across the integrated line. To enhance passenger safety, JR East installed platform screen doors at stations including Ishikawachō and Negishi in spring 2025, with remaining installations at eight stations—Ishikawachō, Negishi, Isogo, Shin-Sugita, Yokodai, Konandai, Hōngōdai, and Ōfuna—planned for completion by the end of fiscal 2025, using smart home door systems with multi-segment openings for compatibility with varying train configurations. These installations form part of JR East's broader barrier-free initiatives to cover 330 stations by fiscal 2031, reducing platform accidents on this busy commuter route. Signaling improvements include the planned introduction of the ATACS radio-based train control system on the Keihin-Tohoku/Negishi Line between 2028 and 2031, supporting (ATO) to boost capacity and operational flexibility without expanding physical . This follows the line's existing D-ATC system and aligns with JR East's goal of driverless operations on select routes by 2030. As of November 2025, ATO was introduced on the segment from Higashi-Kanagawa to Ōfuna starting November 22. These upgrades form part of JR East's medium-term management plan, with initial one-man operations and platform door installations targeted for completion in 2025, contributing to a ¥3.1 trillion investment in mobility enhancements through fiscal 2031.

Integration with Regional Networks

The Negishi Line facilitates seamless transfers at to over ten railway lines and subways, including the , Keihin-Tōhoku Line, , Tokyu Toyoko Line, , , and , enabling efficient connectivity across the . At the eastern terminus of Ōfuna Station, passengers can connect to the for onward travel to , where transfers to the are readily available, supporting inter-regional journeys. In coordination with Yokohama City, the Negishi Line integrates with the , which provides direct access to the district's commercial and entertainment hubs, with ongoing emphasizing enhanced linkages to alleviate traffic in the bay area. Multimodal options enhance accessibility along the line, with bike-sharing services like Docomo Bike Share available at stations such as Negishi and near Bluff, allowing short-distance connections to local attractions. Bus feeder services operate in the Negishi area, linking stations like Negishi and Yamate to residential neighborhoods and the Yokohama Port, while the JR East app provides real-time train location, delay alerts, and arrival estimates for the Negishi Line and connected networks. The line plays a key role in the regional economy by supporting access to Yokohama Port, a key hub for cruise and cargo activities. It also boosts tourism through direct service to , attracting more than 20 million visitors yearly, and the historic district, fostering cultural and leisure economies in central Yokohama. Challenges in integration include managing congestion at shared segments with the Keihin-Tōhoku Line, addressed through the introduction of (ATO) digital signaling on the Negishi Line from Higashi-Kanagawa to Ōfuna starting November 2025, which aims to optimize capacity and reduce delays across the combined network.

References

  1. https://www.yokohamastation.com/negishi-line-for-sakuragicho-and-ofuna/
  2. https://www.japan-guide.com/e/e2371.html
  3. https://www.jrpass.com/blog/jr-keihin-tohoku-line
  4. https://ressha.hakkajiten.com/JR_Group/JR_East/Lines/
  5. https://travelers.whg-hotels.jp/en/post/12336/
  6. https://www.jreast.co.jp/e/investor/securitiesreport/pdf/securitiesreport_fiscal2025.pdf
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  12. https://www.rome2rio.com/s/Yokohama/%25C5%258Cfuna
  13. https://www.1999.co.jp/eng/11120771
  14. https://www.jrfreight.co.jp/files/brand_site/pamphlet/companybrochure2023.pdf
  15. https://tnk-ko.a.la9.jp/data/time_Negishi20250315c.html
  16. https://soft-machine.hatenablog.com/entry/2025/04/21/170000
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  19. https://www.ejrcf.or.jp/jrtr/jrtr26/f08_iwa.html
  20. https://www.city.yokohama.lg.jp.e.sj.hp.transer.com/kanko-bunka/minato/taikan/manabu/rekishi/history0.html
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  22. https://english.kyodonews.net/articles/-/61641
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  28. https://www.ejrcf.or.jp/jrtr/jrtr21/F44_Technology.html
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  30. https://www.hitachi.com/content/dam/hitachi/global/ja_jp/ir/media/library/presentation/100329/100329.pdf
  31. https://www.railwaygazette.com/infrastructure/atacs-to-support-ato-on-tokyo-suburban-routes/60546.article
  32. https://jreasttrains.wordpress.com/e233-series/
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  36. https://www.socimi.it/205-series-yokohama-line/
  37. https://commons.wikimedia.org/wiki/File:EF65_1087_Negishi_20030630.jpg
  38. https://en.namu.wiki/w/103%25EA%25B3%2584%2520%25EC%25A0%2584%25EB%258F%2599%25EC%25B0%25A8
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  43. https://alchetron.com/Negishi-Line
  44. https://toyokeizai.net/articles/-/664573
  45. https://www.train-books.net/news_20230918/
  46. https://www.slycrow96.com/rosen/r016-1.html
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  48. https://www.tokyoreview.net/2018/10/japan-railway-privatization/
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  60. https://asia.nikkei.com/business/companies/japan-s-jr-east-to-pour-as-much-as-17bn-in-m-a-diversification-push
  61. https://www.jrailpass.com/blog/yokohama-station
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  66. https://www.city.yokohama.lg.jp/lang/overseas/port/about_us/economic/economicrippleeffect.html
  67. https://en.japantravel.com/kanagawa/yokohama-chinatown-part-1/64616
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