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the Yamagata Shinkansen "Tsubasa" primarily connects Tokyo Station with Yamagata Station or Shinjo Station in Yamagata Prefecture. Even those who aren't particularly fond of trains are likely to know about or have ridden it if they live in or have visited Yamagata.
The Yamagata Shinkansen opened in 1992, but trains named "Tsubasa" had been running even before that. which can be considered the predecessor of the Yamagata Shinkansenthe limited express "Tsubasa,"we will introduce
"Tsubasa" began operation as a diesel express train
The limited express "Tsubasa"operation in October 1961 with the revision of the timetablebegan The route ranUeno StationfromAkita StationPrefecture, with stops at Utsunomiya Station and Kuroiso Station in Tochigi Prefecture, Koriyama Station and Fukushima Station in Fukushima Prefecture, Yonezawa Station, Yamagata Station and Shinjo Station in Yamagata Prefecture, and Yokote Station in Akita Prefecture. In terms of railway lines, the section from Ueno Station to Fukushima Station was the Tohoku Main Line, and the section from Fukushima Station to Akita Station was the Ou Main Line.
In the initial timetable, southbound trains departed Ueno Station at 12:30, arrived at Fukushima Station at 16:11, and arrived at Akita Station at 21:00. Northbound trains departed Akita Station at 8:10, arrived at Fukushima Station at 12:57, and arrived at Ueno Station at 16:40. The journey time between Ueno Station and Akita Station8 hours and 30 minutes.
The current Akita Shinkansen "Komachi" can travel between Ueno Station and Akita Station in about 3 hours and 50 minutes, so the "Tsubasa" at that time took more than twice as long. However, at that time there were no other trains that connected Ueno and Akita in less time than the "Tsubasa," so it is likely that there was strong demand for it.
Incidentally, in 1958, the "Hatsukari" limited express train, connecting Ueno Station and Aomori Station, began operation as the first limited express train in the Tohoku region. However, south of Miyagi Prefecture, the "Hatsukari" ran via the Joban Line and did not pass through stations such as Utsunomiya Station and Fukushima Station on the Tohoku Main Line. The "Tsubasa" was the first limited express train to pass through these stations.
*For more information on the Hatsukari Express, please see this article
Additionally, an express train called "Oga" (大鹿) also operated between Ueno Station and Akita Station. We have an article detailing "Oga," so please take a look.
When the "Tsubasa" service first began,KiHa 82 series diesel railcarsit was operated with a six-car formation of These vehicles were mass-produced based on the KiHa 81 series, which was the first diesel railcar used for express trains by the Japanese National Railways (the predecessor of JR).
Kiha 82 series diesel railcar
A diesel railcar is a vehicle that runs on an engine powered by fuel carried on board. In Japan, diesel fuel is commonly used, and they are also called diesel cars. The history of the "Tsubasa" began as a diesel express train.
Furthermore, between Fukushima Station and Yonezawa Station, the trainthe Itaya Passcrosses sections of Japanese railways. Because the KiHa 82 series engine alone placed a heavy load on the engine, an auxiliary locomotive was coupled to the train. However, even with the locomotive's assistance, it still took about an hour to cover the mere 43km from Fukushima Station to Yonezawa Station (the current "Tsubasa" train takes about 35 minutes).
EF16 electric locomotive used as a helper locomotive at Itaya Pass (photo by author)
*For more information on the history of the Itaya Pass railway, please see this article
Introducing the "Tsubasa" and "Yamabato" express trains departing from Morioka Station
In 1963, the "Tsubasa" train was expanded by one car to become a seven-car train. Furthermore,the "Tsubasa" train connecting Ueno Station and Morioka Station in Iwate Prefecturealso began operating with a six-car KiHa 82 series train. Between Ueno Station and Fukushima Station, the seven-car train originating and terminating at Akita Station and the six-car train originating and terminating at Morioka Station were coupled together to form a 13-car train (similar to how the current Shinkansen "Yamabiko" and "Tsubasa" trains run coupled together between Tokyo Station and Fukushima Station). In October 1964, one car was added to the train originating and terminating at Morioka Station, bringing the total to 14 cars when combined with the train originating and terminating at Akita Station.
At the same time,the limited express "Yamabato," connecting Ueno Station and Yamagata Station, began operation with a 7-car KiHa 82 series train. The current Yamagata Shinkansen "Tsubasa" connects Tokyo Station with Yamagata Station and Shinjo Station, so the "Yamabato" can be said to be a train that is closer in nature to the current Yamagata Shinkansen.
The "Tsubasa" train service to and from Morioka Station was separated from the "Tsubasa" service to and from Akita Station in 1965 andYamabikorenamed " This "Yamabiko" nickname was later adopted by trains on the Tohoku Shinkansen line. Additionally, the "Tsubasa" service to and from Akita Station was increased by one round trip, bringing the total to two round trips per day.
In the October 1968 timetable revision, some "Tsubasa" trains began operating to Tokyo Station, and for a limited period of one year, the Kiha 81 series, the original diesel railcar used for limited express trains, was put into service on the "Tsubasa." This train is characterized by its distinctive bulldog-shaped front end.
Itaya Pass: Even new trains have difficulty crossing it
The KiHa 82 series required an auxiliary locomotive to climb the Itaya Pass, but in 1970, the newKiHa 181 series diesel railcarswere introduced to the "Tsubasa" service to enable them to climb the pass under their own power. The travel time between Ueno Station and Akita Station was shortened to about 8 hours and 15 minutes, and the train was increased from the conventional 7-car formation to 10 cars. In 1971, it was further increased to a 12-car formation.
However, even for the KiHa 181 series, climbing the Itaya Pass under its own power proved to be a heavy burden, and engine troubles were frequent, especially during the summer. In the end, until the "Tsubasa" service was replaced by electric trains,to once again attach an auxiliary locomotive to the train to cross the Itaya Passit was necessary
In 1975, the electrification of the entire Ou Main Line was completed (*), allowing electric trains to run on it. At that time, the "Tsubasa"485 series electric trainswas repurposed as an electric limited express train using a 12-car formation of The 485 series electric train is one of the representative vehicles of the Japanese National Railways, with 1,453 units manufactured.
Limited express "Tsubasa" operated by 485 series electric trains (photo taken after the launch of JR)
The journey time between Ueno Station and Akita Station was reduced to approximately 7 hours and 35 minutes, and the journey time between Fukushima Station and Yonezawa Station, crossing the Itaya Pass, was reduced to approximately 40 minutes, showing the difference in performance between diesel railcars and electric trains at the time
With the timetable revision in October 1978, the number of round trips was increased to three per day, although the journey time increased slightly
*The section of the Ou Main Line between Shinjo Station and Innai Station, which spans Yamagata and Akita prefectures, will revert to being non-electrified from 2025. For more details, please see this article.
Changes following the opening of the Tohoku Shinkansen
In June 1982,between Omiya Station and Morioka Stationopened Consequently, in November, the operating patterns of conventional limited express trains on the Tohoku Main Line, which runs parallel to the Tohoku Shinkansensignificantly alteredwere Of course, the "Tsubasa" limited express train was no exception.
Before the timetable change in November, the Tsubasa operated three round trips a day between Ueno Station and Akita Station
Ueno Station to Akita Station: 1 down train, 2 up trains
Fukushima Station to Akita Station: 3 down trains, 3 up trains
Yamagata Station → Akita Station: 1 down train
As described above, the number of trains running between Ueno Station and Fukushima Station, which run parallel to the Tohoku Shinkansen, has been reduced to 1.5 round trips per day.
Until now, the only starting and ending stations for the "Tsubasa" train in the Tohoku regionAkita Stationand (for a very short period)Morioka Station, butFukushima StationandYamagata Stationhave now been added as destinations.
Additionally, the train has been reduced from 12 cars to 9 cars. The reason for this reduction is likely the decrease in the number of people using the "Tsubasa" train to Akita Station.
With the opening of the Tohoku Shinkansen, traveling between Fukushima Station and Akita Station is now faster by transferring between the Tohoku Shinkansen and the limited express "Tazawa" at Morioka Station than by taking the "Tsubasa" train. People traveling from Fukushima Prefecture or the Tokyo metropolitan area to Akita have likely started using the Morioka route instead of the "Tsubasa."
In March 1985, the Tohoku Shinkansen was extended to Ueno Station. At that time, the timetable was revised.
Ueno Station to Akita Station: 1 round trip
Fukushima Station to Akita Station: 3 round trips
Fukushima Station to Yokote Station: 1 round trip
Fukushima Station to Shinjo Station: 1 round trip
Fukushima Station to Yamagata Station: 2 round trips
Yamagata Station to Aomori Station: 1 round trip
As a result (the "Yamabato" train that connected Ueno Station and Yamagata Station was discontinued with this timetable revision) , Yokote Station, Shinjo Station, andAomori Stationhave been added to the lineup of starting and ending stations.
The reason why only one round trip train remains departing and arriving at Ueno Station is probably due to the fact that the trains are shared (reused) with the Aizu Limited Express (operating between Ueno Station and Aizu-Wakamatsu Station), rather than the convenience of being able to avoid having to transfer between the Shinkansen and conventional lines at Fukushima Station
The trains used vary in a complex way, with some trains being 9 cars, others being 6 cars without a green car, and some trains being 9 cars with a green car depending on the season
In the November 1986 timetable revision, the service to Aomori Station was discontinued after only a little over a year and a half, and the service was shortened to run between Yamagata Station and Akita Station. The number of cars on this train was also reduced to three (or five depending on the season).
Since then, the service has been extended and the number of trains increased several times. In the process, Omagari Station in Akita Prefecture was added to the list of starting and ending stations.
Service ended with the opening of the Yamagata Shinkansen
in 1990.Construction to extend the Yamagata Shinkansen line between Fukushima Station and Yamagata Station on the Ou Main Line beganFor more information on the circumstances leading to the opening of the Yamagata Shinkansen, please see the following article.
The following year, in 1991, the "Tsubasa" service between Fukushima Station and Yamagata Station ended. Trains that had departed from and arrived at Ueno Station and Fukushima Station began to reverse direction at Yamagata Station and operate via the Senzan Line (a line connecting Sendai Station and Uzen-Chitose Station in Yamagata Prefecture) ([Ueno Station] via Tohoku Main Line [Sendai Station] via Senzan Line [Yamagata Station] via Ou Main Line [Akita Station, etc.]).
With this change, trains that previously departed from and arrived at Fukushima Station nowSendai Stationstarted and ended at This meant that the "Tsubasa" trainall six prefectural capital stations in the Tohoku region(Akita, Morioka, Yamagata, Fukushima, Aomori, and Sendai)as its starting and ending points. In that sense, it could be said that it was a limited express train that had a significant presence, representing trains in the Tohoku region.
On July 1, 1992, the Yamagata Shinkansen opened, beginning service between Tokyo Station and Yamagata Station. Thisnew train was given the nickname "Tsubasa," and the conventional line limited express "Tsubasa" ceased operation.
However, although the Shinkansen "Tsubasa" retains the nickname, its service area is limited to Yamagata Prefecture, meaning it has lost the role that the conventional limited express "Tsubasa" played in providing access to Akita Prefecture. To reiterate, if we were to compare it to the former train names,closer to "Yamabato" than "Tsubasa."it is
Meanwhile, on the section between Yamagata Station and Shinjo/Akita Stations, where the conventional "Tsubasa" train had been operating, a new limited express train, the "Komakusa," began service. However, when the Yamagata Shinkansen was extended to Shinjo Station in 1999, the "Komakusa" was rerouted to operate only north of Shinjo Station andchanged to a rapid train. In 2002,the rapid "Komakusa"was also discontinued.
Conclusion
The "Tsubasa" limited express train on conventional lines played a vital role for many years, connecting the Tokyo metropolitan area and Fukushima Prefecture with Yamagata and Akita Prefectures. We hope you will remember that such a train once existed.
![3106705_l](https://jp.neft.asia/wp-content/uploads/2024/05/3106705_l-150x150.jpg.webp "Why was the Yamagata Shinkansen "Tsubasa" mini-shinkansen created? [Yamagata Prefecture]")
