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The Inaho limited express train has been connecting the Sea of Japan side of the Tohoku region with the Tokyo metropolitan area and Niigata Prefecture [Aomori Prefecture, Akita Prefecture, Yamagata Prefecture]
The Inaho limited express train has been connecting the Sea of Japan side of the Tohoku region with the Tokyo metropolitan area and Niigata Prefecture [Aomori Prefecture, Akita Prefecture, Yamagata Prefecture]
JR East's limited express train " Inaho runs Niigata Station in Niigata Prefecture Sakata Station , or Akita via the Hakushin Line and Uetsu Main Line along the Sea of Japan coast Only two round trips per day run between Niigata Station and Akita Station, while five round trips per day run between Niigata Station and Sakata Station. Currently, its main role is to connect the Kaetsu region of Niigata Prefecture with the Shonai region of Yamagata Prefecture.
However, in the past, the Inaho train ran as far south as Ueno Station in Tokyo and as far north as Aomori Station in Aomori Prefecture. This time, let's look at the changes in the operating routes of the Inaho limited express train.
The birth of the Inaho limited express train
The current express train "Inaho" running with Mount Chokai in the background
The Inaho limited express train began operating between Ueno Station and Akita Station following a timetable revision by the Japanese National Railways (the predecessor of JR) in October 1969. The route included the Tohoku Main Line, Takasaki Line, Joetsu Line, Shinetsu Main Line, and Uetsu Main Line. The Inaho was the first limited express train to connect the areas along the Uetsu Main Line (between Niitsu Station and Akita Station) with the Tokyo metropolitan area.
I don't have a timetable from October 1969, but according to a timetable from August 1970, the stations along the way were Takasaki, Minakami (all in Gunma Prefecture), Nagaoka, Niitsu, Shibata, Murakami (all in Niigata Prefecture), Atsumi (now Atsumi Onsen), Tsuruoka, Sakata (all in Yamagata Prefecture), and Ugo-Honjo (Akita Prefecture). The nickname "Inaho" comes from the fact that the train passes through the Shonai Plain in Yamagata Prefecture, one of Japan's leading rice-producing regions
The down train departed Ueno Station at 1:50 PM and arrived at Akita Station at exactly 10 PM, taking 8 hours and 10 minutes. The up train departed Akita Station at 9:25 AM and arrived at Ueno Station at 5:40 PM, taking 8 hours and 15 minutes. While this may seem like a fairly long journey by today's standards, the Chokai express train that runs the same route took 9.5 hours, so the journey time was significantly reduced.
The "Inaho" was operated by the Kiha 81 series diesel railcar. This was the first diesel railcar developed for express trains by the Japanese National Railways to run on diesel fuel, and debuted in 1960 as the "Hatsukari" limited express train.
I found a photo of the Kiha 81 series "Inaho" express train!
[Assembled parts] Kiha 81 Series Limited Express Diesel Car Inaho/Tsubasa will be available in an original clear case from Saturday, August 25th. The Kiha 81-2 will cost ¥3,900 (excluding tax) and the Kiha 81-2 with front knuckle coupler will cost ¥4,350 (excluding tax). The knuckle coupler version can be coupled with the EF71 and other trains. pic.twitter.com/MaXIgaFzM2
The Hatsukari was the first express train in the Tohoku region, connecting Ueno Station and Aomori Station. For more details, please see the article below.
The line was converted to an electric train and began operating to Aomori Station
Limited express "Inaho" operated by 485 series electric trains
In 1972, the electrification of the Uetsu Main Line was completed, allowing trains to run on the line. As a result, with the timetable revision in October 1972, the Inaho service was replaced with the 485 series train The 485 series train was a representative limited express train during the Japan National Railways era.
At the same time, one more round trip was added, bringing the total number of round trips to two per day, and one of these round trips was extended north of Akita Station to the Ou Main Line, connecting Ueno Station and Aomori Station
With the shift to electrification, the travel time between Ueno Station and Akita Station was reduced to about seven and a half hours. The limited express "Tsubasa" that connected Ueno Station and Akita Station via the Tohoku Main Line and Ou Main Line was still operated by diesel railcars at this time, and the travel time was about seven hours and 40 minutes. It seems like there hasn't been much change, but the advertisements for "Inaho" at the time apparently included the catchphrase "It's now faster than the Tsubasa."
The Inaho train took just over 10 hours to travel between Ueno Station and Aomori Station
For more information about the Tsubasa express train, please see the article below
With the opening of the Joetsu Shinkansen, service to Ueno Station ceased
On November 15, 1982, the Joetsu Shinkansen opened from Omiya Station in Saitama Prefecture to Niigata Station in Niigata Prefecture. With the opening of the Joetsu Shinkansen, the Inaho was changed to operate four round trips per day between Niigata Station and Akita Station, and one round trip per day between Niigata Station and Aomori Station This meant that it ceased to operate on any lines or stations in the Kanto region, including Ueno Station.
At the time, the Shinkansen line between Tokyo Station and Omiya Station had not yet opened, so passengers who wanted to use the Joetsu Shinkansen from within Tokyo had to first go to Omiya Station and transfer to the Shinkansen. Perhaps because this transfer was inconvenient, the "Inaho" train, which ran between Ueno Station and Aomori Station, was left running with only one round trip. However, the train that stopped at Ueno Station was renamed "Chokai.
When the Shinkansen was extended to Ueno Station in March 1985, the Chokai became a special train between Ueno and Akita. of the Inaho was added between Niigata and Sakata stations, and a train departing and arriving at Sakata Station was introduced for the first time.
In November 1986, the last nationwide timetable revision for the Japanese National Railways took place. With this revision, the Inaho trains were reduced to seven round trips per day, with four round trips per day departing and arriving at Sakata Station (one of which was a seasonal train), two round trips departing and arriving at Akita Station, and one round trip departing and arriving at Aomori Station. The reason behind the reduction in trains departing and arriving at Akita Station and the increase in trains departing and arriving at Sakata Station is thought to be that the route via Morioka Station had become more popular than the route via Niigata Station as a route connecting the Tokyo metropolitan area and Akita Station. With the opening of the Tohoku Shinkansen in 1982, the travel time via Morioka was shorter.
In 1987, the Japanese National Railways was split up and privatized, and the "Inaho" became a train operated by JR East. In March of the following year, 1988, the number of trains departing and arriving at Sakata Station was increased to five round trips per day, two round trips from Akita Station, and one round trip from Aomori Station, for a total of eight round trips. Meanwhile, the "Chokai" train, which had been running to Ueno Station, was discontinued even as a special train and has since disappeared.
"Inaho" after the launch of JR
Limited express "Inaho" operated by 485 series 3000 series
After the launch of JR, the Inaho also underwent various changes
In 1991, the maximum speed on some sections was increased from 100km/h to 120km/h, and the " Super Inaho " train, which stopped at fewer stations, was introduced, shortening travel times. The nickname "Super Inaho" was discontinued in 1999.
In 1993, two round trips of the "Inaho" service were introduced, running exclusively within Niigata Prefecture between Niigata Station and Murakami Station However, just two years later in 1995, one round trip was discontinued and the other was extended to Sakata Station, resulting in the disappearance of trains departing and arriving at Murakami Station.
In 1997, the Akita Shinkansen opened and the Komachi began operating between Tokyo Station and Akita Station. The Inaho finally lost its role as a means of transportation connecting the Tokyo metropolitan area and Akita Prefecture, and trains departing and arriving at Sakata Station became the main service.
In March 2001, the limited express "Shiratori" that ran between Osaka Station and Aomori Station was discontinued, and the "Inaho" that ran between Niigata Station and Aomori Station became the longest-distance regular daytime limited express train on Japan's conventional lines
For more information about the Shiratori express train, please see the article below
However, nine years later, in December 2010, it lost its status as the longest-distance train. With the completion of the Tohoku Shinkansen's full line up to Shin-Aomori Station, a timetable revision was made and the limited express trains running in the northern Tohoku region were reorganized. At that time, the Inaho ceased operation between Akita Station and Aomori Station ( the limited express Tsugaru was introduced instead between Akita Station and Aomori Station). From then on, the Inaho only operated between Niigata Station and Sakata Station/Akita Station , establishing a system that continues to this day.
Introduction of E653 series trains
Limited express "Inaho" operated by E653 series electric train
For many years, the Inaho service was operated by the 485 series electric trains that were introduced during the Japan National Railways era, but they could not continue to be used forever. In September 2013, the service began with the E653 series electric trains
The E653 series began commercial operation in 1997 and was originally used on the Joban Line's limited express "Fresh Hitachi." Following the withdrawal of the train from the Joban Line's limited express service, it was converted to the "Inaho."
For information on Joban Line express trains such as the Fresh Hitachi, please see the article below
In July 2014, about a year after the E653 series was introduced, all regular trains were unified into E653 series operation. The 485 series trains, which had been running as the "Inaho" since 1972, came to an end after a long history of service.
In 2018, the platform at Niigata Station where the Inaho trains stop was elevated, improving convenience
The Inaho's operating area has become shorter than when it connected Ueno Station with Akita Station and Aomori Station. The main reasons for passengers' use of the train must have changed significantly between then and now. In addition, the train cars have been replaced twice, so it can be said that not much of the original appearance of the train remains.
That being said, the "Inaho" has continued to run in the Shonai region of Yamagata Prefecture, the origin of its name, both now and in the past. Considering that the "Hatsukari," "Shiratori," "Tsubasa (as a conventional line express)," and "Chokai" mentioned in this article have all been discontinued, it is surprising that the "Inaho" is still in service.
![EPSON scanner image](https://jp.neft.asia/wp-content/uploads/2024/05/1981052_l-150x150.jpg.webp "From Osaka to Aomori in 16 hours! Japan's longest daytime express train, "Shiratori"")
![Mogami safflower](https://jp.neft.asia/wp-content/uploads/2022/12/30121446_m-1-150x150.jpg.webp ""Mogami Safflower" certified as a Japanese Heritage and Japanese Agricultural Heritage [Yamagata Prefecture]")
