Tōkaidō Main Line#Station list

File:JGR-160SLb.jpg locomotive at Shinbashi Station, {{Circa|1875}}]]

The Tōkaidō route takes its name from the ancient road connecting the Kansai region (Kyoto, Osaka) with the Kantō region (Tokyo, then Edo) through the Tōkai region (including Nagoya). Its name meant "Tōkai road", or the road running through Tōkai. The Tōkaidō Line does not follow the old road exactly, since the latter diverges at Nagoya toward the Mie Prefecture coastline; to follow it by train, the Kansai Main Line and Kusatsu Line would have to be followed from Nagoya to Kusatsu. Japan's largest population centers are all along this route: Tokyo, Yokohama, Nagoya, Kyoto, Osaka, and Kobe. Since construction of the line, these centers have since grown to occupy an ever more dominant role in the country's government, financial, manufacturing, and cultural life.{{Cite journal |last=Smith |first=Roderick A. |year=2003 |title=The Japanese Shinkansen |journal=The Journal of Transport History |publisher=Imperial College, London |volume=24/2 |pages=22–236}}

Historically, one of the first priorities of Japanese railway planners was to build a line from Tokyo to the Kansai region, either following the Tokaido route or the northern Nakasendō route. This decision remained unresolved as regional needs were addressed. The first railway in Japan was the line from Shimbashi to Sakuragicho in Yokohama, which opened in 1872; another segment of today's Tokaido Main Line, between Kyoto and Kobe, opened in 1877.{{Cite book |url=https://dl.ndl.go.jp/pid/12061412 |title=日本国有鉄道百年史 |year=1969 |volume=1 |language=ja |trans-title=Centenary of the Japan National Railways |doi=10.11501/12061412 |author1=日本国有鉄道 |publisher=日本国有鉄道 }}

In 1883, the government decided to use the Nakasendō route, and construction of several segments commenced (including the modern-day Takasaki Line). Railways were opened between Ogaki and Nagahama (1884) and between Nagoya and Kisogawa (1886) in line with the Nakasendo plan. However, by 1886, it was clear that the Tokaido route would be more practical, and so the Nakasendo plan was abandoned.

File:9850 9856 in the Railway Museum (Japan).jpgs (1912) were used as bank engines on the mountainous Gotemba stretch of the line; this example is preserved at the Railway Museum.{{Cite web |title=車両ステーション1F｜フロアマップ 1F 車両ステーション周辺｜鉄道博物館 - THE RAILWAY MUSEUM - |url=https://www.railway-museum.jp/map/1f_station/ |access-date=2024-11-22 |website=www.railway-museum.jp}}]]

The lines between Kisogawa and Ogaki, Yokohama and Kozu, and Hamamatsu and Obu were completed in 1887, and the first line from Tokyo to Kobe was completed in 1889, when Kozu and Hamamatsu were connected through the present-day Gotemba Line corridor. The final segments were completed between Kasumigahara and Otsu. At the time, there was one Tokyo–Kobe train in each direction per day, taking over 20 hours each way. The "Tokaido Line" name was formally adopted in 1895. In October 1895, following the Sino-Japanese War, through service to the Sanyo Railway (now the San'yō Main Line) began.

Express service between Tokyo and Kobe began in 1896, sleeper service in 1900, and dining car service in 1901. In 1906, all privately run main lines were nationalized under the newly created Japanese Government Railways, which at the time had a network of just over {{Convert|7000|km|mi|abbr=on}} of track.

File:JGR C5343 hauling train.jpg hauling the Tsubame near Nishi-Akashi, 9 December 1934]]

On 20 December 1914, Tokyo Station opened and succeeded Shinbashi Station as the Tokyo-side terminus of the line. On the same day, an electrified commuter line was inaugurated along the section between Tokyo Station and today’s Yokohama Station, which is now part of the Keihin–Tōhoku Line. Automatic couplers were introduced on all freight wagons in 1926. In 1930, the first Tsubame ("swallow") express was introduced, reducing the Tokyo - Kobe travel-time to nine hours - a significant reduction from the twenty hours required in 1889 and fifteen in 1903.File:Tokaido Main Line EF552 (Numa) Limited Express 1 Train 'Fuji' Shinagawa - Oimachi 1936-08-04.jpg hauling the Fuji (Tokyo–Shimonoseki express) near Shinagawa, 4 August 1936]]

By the start of the Taishō era, route changes on several stretches of the line were deemed necessary to accommodate growing demand. The route bypassing Osakayama (between Ōtsu and Kyoto Stations), in use since 1878, was closed when the current, less steep route with two long tunnels was completed on 25 September 1919. The mountainous Gotemba stretch required an even larger-scale route change, culminating in the completion of the Tanna Tunnel in 1934 after 15 years of construction. The new route through the tunnel is 11.2 kilometres long, compared to the old Gotemba route, which took a 60.2-kilometre detour around the Tanna Basin.{{Cite web |title=第3回 丹那トンネル｜鹿島の軌跡｜鹿島建設株式会社 |url=https://www.kajima.co.jp/gallery/kiseki/kiseki03/index-j.html |access-date=2024-11-22 |website=www.kajima.co.jp}} With the opening of the tunnel, the section between Tokyo and Numazu was fully electrified, as steam locomotives were unable to operate through the long tunnel safely.{{Cite web |title=6月19日 丹那トンネルが貫通（1933年）（ブルーバックス編集部） |url=https://gendai.media/articles/-/72783?page=1&imp=0 |access-date=2024-11-22 |website=ブルーバックス {{!}} 講談社 |language=ja}}

File:JGR Moha52 firstmodel.jpg EMUs were used for commuter services between Kyoto and Kobe following the electrification of the section.]]

Electrification also progressed on the other end of the line around the same time, in 1934. Commuter rapid services between Kyoto and Kobe, using 52 Series streamliner EMUs, began in 1937. However, further electrification of the line was overshadowed by the Second World War and did not resume until after the war. For security reasons, the army preferred to keep the middle portion of the line unelectrified, as unelectrified tracks were much easier to repair in the event of an enemy attack.{{Cite web |last=Onoda |first=Shigeru |date=January 2020 |title=鉄道人物伝 |url=https://bunken.rtri.or.jp/doc/fileDown.jsp?RairacID=0004007322 |access-date=22 November 2024 |website=Railway Technical Research Institute}}

During the war, the line's focus shifted towards freight services. Express services were significantly reduced, and sleepers and restaurant cars were withdrawn from service in 1944. JNR Class D52 locomotives were introduced for wartime freight transport, but their poor manufacturing quality led to several boiler explosion accidents.{{Cite web |date=2021-11-27 |title=最強蒸気機関車のはずだったデゴイチ弟の不遇 「戦時量産型」D52 戦後はヒーローへ"転生" |url=https://trafficnews.jp/post/112760/2 |access-date=2024-11-22 |website=乗りものニュース |language=ja}}

File:JNR C62 36 "Tsubame".jpg hauling the Tsubame near Kyoto, {{Circa|1954}}]]

In the immediate aftermath of the war, almost all surviving express train carriages were requisitioned by the Allied Occupation Forces. Services such as the Allied Limited (Tokyo–Moji), Dixie Limited (Tokyo–Hakata), and the BCOF Train (Tokyo–Kure) operated on the Tōkaidō Line. Express trains for Japanese nationals resumed in April 1947, with sleeper services following in July 1948.{{Cite book |title=連合軍専用列車の時代: 占領下の鉄道史探索 |date=1 May 2000 |publisher=潮書房光人新社 |isbn=978-4769809548 |location=Japan |language=ja |trans-title=The Era of Allied Special Trains: a history of Japan's railway under the Allied occupation}}

In 1949, the Limited Express Heiwa, a successor to the pre-war Tsubame service, and the sleeper express Ginga both began operating between Tokyo and Osaka. In January 1950, Heiwa was renamed Tsubame. Makeshift D52 freight locomotives were converted into C62 express locomotives, the largest and fastest steam engines in Japan's rail history, to haul these services. One of the C62s, C62 17, holds the narrow-gauge steam world speed record, which was achieved on the Tokaido line near Nagoya on 15 December 1954, and is preserved at the SCMaglev and Railway Park.{{Cite web |date=2006-09-14 |title=C62 17 |url=https://rail.hobidas.com/library/35037/ |access-date=2024-11-22 |website=鉄道ホビダス}}

{{Multiple image

| image1 = 151 Olympia Shin-Koyasu 1964.jpg

| image2 = Aki train-01.jpg

| alt1 =

| caption1 = 151 series EMUs, which were originally introduced for the Kodama, near Shin-Koyasu, circa 1964.

| caption2 = 20 series carriages, the first-generation Blue Train carriages, hauled by a Class EF58 locomotive at Shin-Osaka Station, circa 1977

}}

On 19 November 1956, the line was fully electrified. The Tokyo–Osaka express trains, Tsubame and Hato, began to be hauled by JNR EF58 locomotives for the entire length of the route, reducing travel time from 8 hours to 7 hours and 30 minutes.{{Cite web |title=＜あのころ＞東海道線全線が電化 特急「つばめ」も新装 |url=https://www.47news.jp/2988193.html |access-date=2024-11-22 |website=47NEWS |language=ja}} With no concerns about smoke polluting the carriages, these trains were painted light green and nicknamed Aodaishō (green snakes, referring to the Japanese rat snake).{{Cite web |date=2023-06-21 |title=BSフジ 鉄道伝説、「鉄道の変革者・篠原武司〜全国新幹線網を構想した男〜」6月24日 {{!}} レイルラボ ニュース |url=https://raillab.jp/news/article/29617 |access-date=2024-11-22 |website=レイルラボ(RailLab) |language=ja}}

On 1 October 1958, the Kodama, the first limited express service operated by EMUs rather than locomotive-hauled carriages, commenced. This service further reduced travel time to 6 hours and 50 minutes. The Series 151 EMUs marked a significant milestone in railway technology, as EMUs were previously considered unsuitable for high-speed and long-distance services due to issues like noise, vibration, and cost. Since then, all non-sleeper express rolling stock, including the Shinkansen, has been designed as EMUs. On the same day, the Asakaze sleeper express entered service with the newly built Series 20 carriages. These carriages were fully air-conditioned and nicknamed the 'hotel on the rail'.{{Cite web |title=【復刻掲載】「"リアル鉄"・石破茂とゆく寝台特急の旅！」2009年の週プレ独占インタビューを再掲載！（週プレNEWS） |url=https://news.yahoo.co.jp/articles/1cd5a03b40ec95c045a2247dc9082a234c1e02f9 |access-date=2024-11-22 |website=Yahoo!ニュース |language=ja}}{{Cite web |date=2024-08-10 |title=ブルートレインに乗られた上皇陛下 最初に夜行を利用されたのは… - 2ページ目 (2ページ中) |url=https://otonano-shumatsu.com/articles/397441/2 |access-date=2024-11-22 |website=おとなの週末公式｜おいしくて、ためになる食のニュースサイト |language=ja}} Because these sleeper carriages and their successors were painted blue, sleeper trains in Japan came to be known as Blue Trains.

The capacity constraints on the Tokaido Main Line had been clear prior to World War II, and work started on a new {{RailGauge|1435mm}} standard gauge "bullet train" line in 1940. Intercity passenger traffic between Tokyo, Nagoya and Osaka largely transferred to the Tōkaidō Shinkansen after it was completed in 1964. Since then, the Tokaido Main Line has been used as a commuter and freight line, serving a very small number of long-distance passenger trains (mainly overnight and sleeper services).

Following the Hanshin earthquake on 17 January 1995, the line was shut down between Takatsuki and Kobe, with certain segments remaining impassable until 1 April of that year.

On 20 August 2016, station numbering was introduced, with stations between Tokyo and Ōfuna assigned station numbers of JT01 to JT07.{{Cite web |date=6 April 2016 |title=⾸都圏エリアへ 「駅ナンバリング」を導⼊します |trans-title=Introduce “station numbering” to the Tokyo metropolitan area |url=https://www.jreast.co.jp/press/2016/20160402.pdf |archive-url=https://web.archive.org/web/20221207004741/https://www.jreast.co.jp/press/2016/20160402.pdf |archive-date=7 December 2022 |access-date=7 January 2023 |website=jreast.co.jp |language=ja}}{{Cite web |last=Kusamachi |first=Yoshikazu |date=7 April 2016 |title=JA・JK・JT・AKB…JR東日本、首都圏で駅ナンバリングなど導入へ |trans-title=JA, JK, JT, AKB … JR East to introduce station numbering in the Tokyo metropolitan area |url=https://response.jp/article/2016/04/07/273025.html |archive-url=https://web.archive.org/web/20220806133507/https://response.jp/article/2016/04/07/273025.html |archive-date=6 August 2022 |access-date=7 January 2023 |website=Response Automotive Media |language=ja}} Numbers increase towards in the southbound direction towards Ōfuna. Station numbers would be assigned to stations beyond Ōfuna as far as Atami in 2018.

On the evening of 5 August 2023, a JR East Tokaido Line service struck a utility pole near {{STN|Ōfuna|x}} and lost power, resulting in a suspension of service.{{Cite news |date=2023-08-06 |title=Services resume after 1,500 trapped in train near Tokyo |url=https://english.kyodonews.net/news/2023/08/a58ca6b6f20c-services-resume-after-over-1000-trapped-in-train-near-tokyo.html |url-status=live |archive-url=https://web.archive.org/web/20230806185153/https://english.kyodonews.net/news/2023/08/a58ca6b6f20c-services-resume-after-over-1000-trapped-in-train-near-tokyo.html |archive-date=2023-08-06 |work=Kyodo News |location=Yokohama}} Four people, including the driver, sustained minor injuries. Service was restored on the morning of 6 August 2023.

• Total distance: {{convert|713.6|km|mi|1|abbr=on}} (including branch lines; Tokyo – Kōbe is {{convert|589.5|km|mi|1|abbr=on}})
• East Japan Railway Company (JR East) (Services and tracks)
• Tokyo – Atami: {{convert|104.6|km|mi|1|abbr=on}}
• Shinagawa – Shin-Kawasaki – Tsurumi: {{convert|17.8|km|mi|1|abbr=on}}
• Hamamatsuchō – Tokyo Freight Terminal – Kawasaki Freight Terminal – Hama-Kawasaki: {{convert|20.6|km|mi|1|abbr=on}} (Tōkaidō Freight Line)
• Tsurumi – Hatchō-Nawate: {{convert|2.3|km|mi|1|abbr=on}} (Tōkaidō Freight Line)
• Tsurumi – Higashi-Takashima – Sakuragichō: {{convert|8.5|km|mi|1|abbr=on}} (Takashima Line)
• Tsurumi – Yokohama-Hazawa – Higashi-Totsuka: {{convert|16.0|km|mi|1|abbr=on}} (Tōkaidō Freight Line)
• Central Japan Railway Company (JR Central) (Services and tracks)
• Atami – Maibara: {{convert|341.3|km|mi|1|abbr=on}} ({{convert|3.3|km|mi|1|abbr=on}} between Kanayama – Nagoya overlaps with Chuo Main Line)
• Ōgaki – Mino-Akasaka: {{convert|5.0|km|mi|1|abbr=on}} (Mino-Akasaka branch line)
• Ōgaki – (Shin-Tarui) – Sekigahara: {{convert|13.8|km|mi|1|abbr=on}} (Shin-Tarui Line)
• West Japan Railway Company (JR West) (Services and tracks)
• Maibara – Kōbe: {{convert|143.6|km|mi|1|abbr=on}}
• Kyōto Freight Terminal – Tambaguchi: {{convert|3.3|km|mi|1|abbr=on}} (not in use by passenger trains)
• Suita – (Miyahara Rail Yard) – Amagasaki: {{convert|10.7|km|mi|1|abbr=on}} (Hoppō Freight Line)
• Suita – Umeda – Fukushima: {{convert|8.5|km|mi|1|abbr=on}} (Umeda Freight Line, used by Haruka and Kuroshio limited expresses)
• Japan Freight Railway Company (JR Freight) (Tracks and services)
• Sannō Signal – Nagoya-Minato: {{convert|6.2|km|mi|1|abbr=on}} (Nagoya-Minato Line)
• Suita Signal – Osaka Freight Terminal: {{convert|8.7|km|mi|1|abbr=on}} (Osaka Terminal Line)
• Japan Freight Railway Company (JR Freight) (Services only)
• Shinagawa – Atami: {{convert|97.8|km|mi|1|abbr=on}}
• Shinagawa – Shin-Tsurumi Signal: {{convert|13.9|km|mi|1|abbr=on}}
• Tokyo Freight Terminal – Hama-Kawasaki: {{convert|12.9|km|mi|1|abbr=on}}
• Tsurumi – Yokohama-Hazawa – Higashi-Totsuka: {{convert|16.0|km|mi|1|abbr=on}}
• Tsurumi – Hatchō-Nawate: {{convert|2.3|km|mi|1|abbr=on}}
• Tsurumi – Shinkō – Sakuragichō: {{convert|11.2|km|mi|1|abbr=on}}
• Atami – Maibara: {{convert|341.3|km|mi|1|abbr=on}}
• Minami-Arao Signal – Sekigahara: {{convert|10.7|km|mi|1|abbr=on}}
• Minami-Arao Signal – Mino-Akasaka: {{convert|1.9|km|mi|1|abbr=on}}
• Maibara – Kōbe: {{convert|139.0|km|mi|1|abbr=on}} (via Hoppō Freight Line)
• Kyōto Freight Terminal – Tambaguchi: {{convert|3.3|km|mi|1|abbr=on}}
• Suita – Umeda – Fukushima: {{convert|8.5|km|mi|1|abbr=on}}
• Gauge: {{RailGauge|1067mm}} Narrow gauge railway
• Stations:
• Passenger: 166 (does not include Shinagawa – Shin-Kawasaki – Tsurumi section or branches other than Mino-Akasaka branch line)
• JR East: 34
• JR Central: 82
• JR West: 50
• Freight only: 14
• Tracks:
• Four or more
• Tokyo – Odawara: {{convert|83.9|km|mi|1|abbr=on}}
• Nagoya – Inazawa: {{convert|11.1|km|mi|1|abbr=on}}
• Kusatsu – Kōbe: {{convert|98.1|km|mi|1|abbr=on}}
• Two
• Odawara – Nagoya
• Inazawa – Kusatsu
• Shinagawa – Shin-Kawasaki – Tsurumi
• Hamamatsuchō – Tokyo Freight Terminal – Kawasaki Freight Terminal – Hama-Kawasaki
• Tsurumi – Hatchō-Nawate
• Tsurumi – Higashi-Takashima
• Tsurumi – Yokohama-Hazawa – Higashi-Totsuka
• Suita – Umeda
• Suita – (Miyahara Rail Yard) – Amagasaki
• Single-track: All other sections
• Electrification: 1,500 V DC (except for Sannō Signal – Nagoya-Minato)
• Railway signalling: Automatic Train Control
• Maximum speed:
• Tokyo – Ōfuna, Odawara – Toyohashi: {{convert|110|km/h|mph|abbr=on}}
• Ōfuna – Odawara, Toyohashi – Maibara: {{convert|120|km/h|mph|abbr=on}}
• Minami-Arao Signal – Tarui – Sekigahara, Minami-Arao Signal – Mino-Akasaka: {{convert|85|km/h|mph|abbr=on}}
• Maibara – Kōbe: {{convert|130|km/h|mph|abbr=on}} (Special Rapid Shin-Kaisoku only, local trains max at 120 km/h or 75 mph)

File:TokaidoLineTokyoAreaENUpdated.png

File:JREastTokaidoServiceEng.png

The section between Tokyo and Atami is operated by East Japan Railway Company (JR East) and it is located in the Greater Tokyo Area. It has local services ({{langx|ja|普通|Futsū|links=no}}) and a rapid service called Rapid Acty ({{langx|ja|快速アクティー|Kaisoku Akutī|links=no}}). It runs on dedicated tracks parallel to the Yamanote Line between Tokyo and Shinagawa, the Keihin–Tōhoku Line between Tokyo and Yokohama, and the Yokosuka Line between Yokohama and Ōfuna. Some Shōnan–Shinjuku Line trains share the segment south of Yokohama to Ōfuna and Odawara. Until 12 March 2021, there were also commuter rapid ({{langx|ja|通勤快速|Tsūkin Kaisoku|links=no}}) and Shōnan Liner ({{langx|ja|湘南ライナー|Shōnan Rainā|links=no}}) services.{{cite web|url=https://www.jreast.co.jp/press/2020/yokohama/20201218_y01.pdf|title=March 2021 Timetable Revision|date=18 December 2020}}

The Ueno–Tokyo Line, a JR East project, extended the services of the Utsunomiya Line, the Takasaki Line, and the Joban Line to Tokyo Station, allowing for through services to and from the Tōkaidō Line from March 2015.[http://www.jreast.co.jp/E/investor/interview/03.html An Interview with the President] on JR East website, retrieved 2009-05-13

Almost all trains along this section of the line have bi-level "Green Cars" with forward-facing seats, with each set of trains having 2 of them. Green Cars can be used after paying an additional fee.

A new station between Ōfuna and Fujisawa is being planned to serve passengers near the former JR Freight Shōnan Freight Terminal. Construction is expected to start in early 2022. The new station is expected to open for service in 2032.{{Cite web |date=8 February 2021 |title=東海道線 村岡新駅設置で合意 JR東と県、藤沢、鎌倉市 |url=https://www.kanaloco.jp/news/government/article-392802.html |archive-url=https://web.archive.org/web/20210208083715/https://www.kanaloco.jp/news/government/article-392802.html |archive-date=8 February 2021 |website=Kanagawa Shimbun |language=ja}}

Legend:

• ● : All trains stop
• ｜ : All trains pass
• ▲ : Shōnan–Shinjuku Line trains use Yokosuka Line platforms

• Some trains run through services beyond Atami, as far as Numazu.
• With the Ueno–Tokyo Line, Utsunomiya Line Rapid Rabbit and Takasaki Line Rapid Urban services now run along the Tokaido Line, and stop at all stations on this line. As such, the two services are classified as 'Local' service trains within the Tokaido Line.
• Tokaido Line Rapid Acty services operate only evening services from Tokyo to Odawara. Rapid Acty services will be discontinued effective the timetable revision on 18 March 2023 after 34 years of operation.{{Cite web |date=18 December 2022 |title=快速「アクティー」最後の2列車が消滅へ 34年の歴史に幕 JR東海道線 |trans-title=The last two trains of the rapid "Acty" will disappear, ending 34 years of service on the JR Tokaido Line |url=https://trafficnews.jp/post/123386 |archive-url=https://web.archive.org/web/20221218194249/https://trafficnews.jp/post/123386 |archive-date=18 December 2022 |access-date=22 December 2022 |website=trafficnews.jp |language=ja}}
• Shōnan Limited Express services are special, all-reserved commuter express trains with comfortable seating. They operate from Odawara to Tokyo on weekday mornings, with a few services terminating in Shinagawa. Return services run from Tokyo to Odawara on weekday evenings. Like commuter rapid trains, Shōnan Liner services normally make no stops between Shinagawa and Fujisawa. Between Fujisawa and Odawara, varying stops are made. In addition to the standard fare, a reserved seat fee of ¥500 is required to use the Shōnan Liner.
• Keihin-Tōhoku Line stations between Tokyo and Yokohama officially are a part of the Tōkaidō Main Line. These stations are: {{STN|Yūrakuchō|x}}, {{STN|Hamamatsuchō|x}}, {{STN|Tamachi|x|Tokyo}}, {{STN|Takanawa Gateway|x}}, {{STN|Ōimachi|x}}, {{STN|Ōmori|x|Tokyo}}, {{STN|Kamata|x|Tokyo}}, {{STN|Tsurumi|x}}, {{STN|Shin-Koyasu|x}}, and {{STN|Higashi-Kanagawa|x}}.
• Yokosuka Line stations between Tokyo and Ōfuna officially are a part of the Tōkaidō Main Line. These stations are: {{STN|Nishi-Ōi|x}}, {{STN|Musashi-Kosugi|x}}, {{STN|Shin-Kawasaki|x}}, {{STN|Hodogaya|x}}, and {{STN|Higashi-Totsuka|x}}. The route of the Yokosuka Line between Shinagawa and Tsurumi is separate from the main line and is referred to as the Hinkaku Line, on which Nishi-Ōi, Musashi-Kosugi, and Shin-Kawasaki stations are located.
• The Shōnan–Shinjuku Line operates through services to the Tōkaidō Main Line. Trains operate from the Takasaki Line to {{STN|Ōsaki|x}} and enter the Yokosuka Line at {{STN|Nishi-Ōi|x}} to {{STN|Totsuka|x}} then switches tracks to the Tōkaidō Main Line towards {{STN|Odawara|x}}, and vice versa. Rapid Service stop at all stations on the Tōkaidō Main Line (Totsuka - Odawara), while Special Rapid Service operate the same pattern as a Rapid Acty Service.

The point between JR East and JR Central operation is divided at Atami Station. The section of the line between Atami and Maibara is operated by JR Central, and covers the Tōkai region: Shizuoka Prefecture, Aichi Prefecture, and Gifu Prefecture. Some services from Odawara on the JR East section continues to travel on this section until Numazu Station.

Maibara is shared by JR Central and JR West; JR West manages the station

Before March 2016, JR West operated trains from Maibara as far as Ogaki on JR Central territory. After the two companies realized this invasion, on 25 March 2016, all JR West departures were changed to JR Central trains to Maibara station.

File:TokaidoLineMinamiArao.svg

File:TokaidoLineTarui 1986.svg

Both the Mino-Akasaka and Tarui branch lines separate from the Main Line at {{ill|Minami-Arao Junction|ja|南荒尾信号場}}, located 3.1 km west of Ōgaki Station.

Between Ōgaki and Sekigahara, there is a 25 per mil grade. In 1944, a single track bypass (in orange on the diagram) was built to avoid this steep slope of the main line. The old section, informally referred to as the "Shin-Tarui Line", remains largely unused, and {{ill|Shin-Tarui Station|ja|新垂井駅}} was closed in 1986. Today, the only rail vehicles that travel on this section of track are freight trains and westbound express trains (the Shirasagi, Hida #36, and Sunrise Seto/Izumo services).

The western part of the Tōkaidō Main Line from Maibara to Kōbe is operated by JR West and forms the main trunk of the company's Urban Network in the Osaka-Kobe-Kyoto metropolitan area. Although the line is divided into three segments, known as the Biwako Line, JR Kyoto Line, and JR Kobe Line, they are part of a single contiguous network, with many services traversing multiple sections. The Biwako Line includes a segment of the Hokuriku Main Line. Some services on the Kosei, JR Takarazuka and Gakkentoshi lines run through onto the Tōkaidō Main Line.

{{Main|Biwako Line}}

The section between Maibara and Kyoto is known as the Biwako Line.

• ●: Trains stop.
• ○: Limited stop, early morning and late night only
• |: Trains pass.
• Local (4-door Commuter trains): JR Kyoto Line local trains
• Local (3-door Suburban trains): Operate as Rapid service trains west of Takatsuki (west of Kyoto in the morning)

{{Main|JR Kyoto Line}}

The section between Kyoto and Osaka is known as the JR Kyoto Line. Trains from the Biwako and Kosei lines travel through onto the JR Kyoto Line and continue west towards the JR Kobe Line at Osaka.

Legend:

• ● : All trains stop
• | : All trains pass
• ▲ : Trains only after morning rush stop

Local trains stop at all stations. Rapid trains in the morning skip some stops between Kyoto and Takatsuki.

{{Main|JR Kobe Line}}

The westernmost section between Osaka and Kōbe is part of the JR Kobe Line, which continues west to {{STN|Himeji|x}} on the San'yō Main Line. Although Kōbe is the official terminus of the Tōkaidō Main Line, most trains continue to Nishi-Akashi, Himeji and beyond.

●: Trains stop at all times

｜: Trains pass at all times

▲: Eastbound trains pass in the morning

○:Trains stop at morning

of Weekdays only

File:Zusou Jinsha-tetsudo.jpg

File:Atami Railway in Taisho era.JPG

File:Mishima-machi Station SL.jpg

File:Mukogawa station 1943.jpg

• Ninomiya Station: The Shonan Horse-drawn Tramway opened a {{Convert|10|km|mi|abbr=on}} line to Hatano in 1906 to haul tobacco. Steam locomotion was introduced in 1913. Passenger services ceased in 1933, and the line closed in 1935.{{citation needed|date=January 2015}}
• Odawara Station: The Japan Tobacco and Salt Public Corporation operated an approximately 1 km line to its factory, electrified at 1,500 V DC, between 1950 and 1984. The line was also serviced by the adjoining Odakyu Odawara Line from its Ashigara station.{{citation needed|date=January 2015}}

• Atami Station: In 1895, a {{Convert|10|km|mi|abbr=on}} {{Track gauge|610mm}} gauge handcar line opened to Yoshihama, and was extended {{Convert|4|km|mi|abbr=on}} to Odawara the following year. In 1907, the line was converted to {{Track gauge|762mm}} gauge and steam locomotives were introduced. The line closed in 1923 as a result of the Great Kanto earthquake.{{citation needed|date=January 2015}}
• Numazu Station: The Sunzu Electric Railway opened a {{Convert|7|km|mi|abbr=on}} line to Mishima-Tamachi on the Izuhakone Railway Sunzu Line in 1906. In 1915, the line was truncated 1 km to connect at Mishima-Hirokoji, and the line was electrified at 600 V DC in 1919. The line closed in 1961 following the destruction of the Kisegawa bridge during a flood.{{citation needed|date=January 2015}}
• Yoshiwara Station: The {{Nihongo|Fuji Horse Tramway|富士馬車鉄道|Fuji Basha Tetsudō}} opened a {{Track gauge|610mm}} gauge line to Ōmiya (presentday Fujinomiya) in 1890. The {{Nihongo|Fuji Minobu Railway|富士身延鉄道|Fuji Minobu Tetsudō}} purchased the tramway in 1912, converted it to a {{Railgauge|1067mm}} gauge steam railway the following year and gradually extended it (eventually becoming the Minobu Line). In 1924, the company built a new alignment which connected to Fuji station on the Tokaido main line, at which time the original section from Omiya to Yoshiwara closed.{{citation needed|date=January 2015}}
• Shimizu Station: Shimizukō Line from 1916 to 1984.
• Shizuoka Station:
• The Abe Railway opened a {{Convert|9|km|mi|abbr=on}} {{Track gauge|762mm}} gauge line from Inomiya (approximately 2 km from Shizuoka) to Ushizuma in 1914 to haul timber. Plans to extend the line to Shizuoka did not eventuate and the line closed in 1934.{{citation needed|date=January 2015}}
• The Shizuoka Electric Railway opened a {{Convert|2|km|mi|abbr=on}} line to Anzai, connecting to its Shimizu Line, electrified at 600 V DC, between 1922 and 1926. The line closed in 1962.{{citation needed|date=January 2015}}
• Yaizu Station: A {{Convert|5|km|mi|abbr=on}} {{Track gauge|610mm}} handcar line operated to Fujieda between 1891 and 1900.{{citation needed|date=January 2015}}
• Fujieda Station: The Tōsō Railway opened a {{Convert|4|km|mi|abbr=on}} {{Track gauge|762mm}} gauge line to Ote in 1913, and by 1926 had extended the line progressively in both directions for a length of {{Convert|38|km|mi|abbr=on}} from Jitogata to Suruga-Okabe, although in 1936 the {{Convert|5|km|mi|abbr=on}} section from Suruga-Okabe to Ote was closed. In 1943, the company merged with the Shizuoka Railway (see Fujiroi Station below), and in 1948, a {{Convert|7|km|mi|abbr=on}} line between Mitsumata and Jitogata opened, linking the two sections. This section of the combined line closed between 1964 and 1970.{{citation needed|date=January 2015}}
• Shimada Station: The Fuji Prefectural Government opened a {{Convert|3|km|mi|abbr=on}} {{Track gauge|610mm}} gauge handcar line in 1898 to haul timber. In 1944, following the destruction of the nearby Tokaido Line bridge over the Oigawa, it was proposed to use the alignment of this line as a replacement, including a {{Convert|930|m|ft|abbr=on}} wooden bridge over the river. The bridge was about 25% completed when the end of the war resulted in the termination of the proposal. A diesel locomotive was introduced in 1955 to haul construction material for the construction of the adjacent national highway, and the line closed in 1959.{{citation needed|date=January 2015}}
• Kikukawa Station: The Joto horse-drawn tramway opened a {{Convert|15|km|mi|abbr=on}} {{Track gauge|2ft}} gauge line to Ikeshinden in 1899. In 1923, the line was converted to {{Track gauge|762mm}} gauge, and a single-cylinder diesel locomotive introduced. The line closed in 1935.{{citation needed|date=January 2015}}
• Fukuroi Station:
• The Akiba horse-drawn tramway opened a {{Convert|12|km|mi|abbr=on}} {{Track gauge|762mm}} gauge line to Enshumori-Cho in 1902. In 1926, the company renamed itself the Shizuoka Electric Railway, converted the line to {{RailGauge|1067mm}} gauge and electrified it at 600 V DC. The line closed in 1962.{{citation needed|date=January 2015}}
• The Shizuoka Railway opened a {{Convert|10|km|mi|abbr=on}} {{Track gauge|762mm}} gauge line to Yokosuka in 1914, extending it {{Convert|7|km|mi|abbr=on}} to Mitsumata in 1927. The company merged with the Fuji-sho Railway in 1943 (see Fujieda Station above), and in 1948, a {{Convert|7|km|mi|abbr=on}} line between Mitsumata and Jitogata opened, linking the two sections. This section of the combined line closed between 1964 and 1967.{{citation needed|date=January 2015}}
• Hamamatsu Station: The Dainippon Railway opened a {{Convert|7|km|mi|abbr=on}}, {{Track gauge|762mm}} gauge line to Kuniyoshi in 1909. In 1919, the line was acquired by the Enshu Railway Line, which closed the first {{Convert|1|km|mi|abbr=on}} of the line in 1925, so the new connecting station became Enshu-Magome. The line closed in 1937 while the section to Enshu-Magome would close in 1985.{{citation needed|date=January 2015}}

• Okazaki Station:
• The Nishio Railway opened a {{Track gauge|762mm}} gauge line to Nishio in 1911, and extended it to Kira-Yoshida on the Meitetsu Gamagōri Line between 1915 and 1916. In 1926, the company merged with the Aichi Electric Railway, which between 1928 and 1929 converted the line to {{Track gauge|1067mm}} gauge, electrified it at 600 V DC, and connected it to the line from Shin-Anjō on the Meitetsu Nagoya Main Line at Nishioguchi. The line to Nishio closed in 1962.{{citation needed|date=January 2015}}
• A {{Convert|6|km|mi|abbr=on}} tram line connected to the Meitetsu Koromo line at Okazaki-Ida Station, which between 1929 and 1962 connected to the Meitetsu Mikawa Line at Uwagoromo, the tramway also closing in 1962.{{citation needed|date=January 2015}}
• Owari-Ichinomiya Station: The {{Convert|6|km|mi|abbr=on}} Meitetsu line to Okoshi, electrified at 600 V DC, opened in 1924. When the voltage on the Meitetsu main line was increased to 1,500 V DC in 1952, services were suspended on this line. The substitute bus service proved so popular the line was closed rather than upgraded.{{citation needed|date=January 2015}}

• Ogaki Station: The Seino Railway opened a {{Convert|3|km|mi|abbr=on}} line from Mino-Akasaka to Ichihashi in 1928, and operated a passenger service from 1930 to 1945.{{citation needed|date=January 2015}}
• Arao Station (on the Mino Akasaka branch): A {{Convert|2|km|mi|abbr=on}} freight-only line to the Mino Okubo limestone quarry operated between 1928 and 1990.{{citation needed|date=January 2015}}

• Nishinomiya Station: A {{Convert|2|km|mi|abbr=on}} freight-only line was opened in 1944 to connect to Mukogawa Station on the Hanshin Main Line. As the former was {{Track gauge|1067mm}} gauge, and the latter {{track gauge|1435mm}} gauge, some tracks at Mukogawa were dual gauge. Service on the line ceased in 1958, but it was not formally closed until 1970.{{citation needed|date=January 2015}}
• Rokkomichi Station: A {{Convert|6|km|mi|abbr=on}} line to Kobe Port opened in 1907, electrified at 1,500 V DC. Passenger services ceased in 1974, and the line closed in 2003.{{citation needed|date=January 2015}}

In addition to standard local, rapid, and special rapid service trains, the Tōkaidō Main Line also hosts a number of limited express services.

• Biwako Express: Maibara – Osaka
• Fujikawa: Shizuoka – Fuji – (Minobu Line) – Kōfu
• Haruka: Yasu - Kyoto – Shin-Osaka – (Osaka Loop Line) – Tennōji – (Hanwa Line) – Hineno – (Kansai Airport Line) – Kansai International Airport
• Hida: Nagoya / Osaka – Gifu – (Takayama Main Line) – Toyama
• Odoriko: Tokyo – Atami – (Itō Line) – Itō – (Izu Kyūkō) – Shimoda; Tokyo – Mishima – (Izuhakone Railway Sunzu Line) – Shuzenji
• Thunderbird: Osaka – Kyoto – (Kosei Line) – Tsuruga
• Saphir Odoriko: Tokyo – Atami – (Itō Line) – Itō – (Izu Kyūkō) – Izukyu-Shimoda
• Shirasagi: Nagoya – Maibara – (Hokuriku Main Line) – Tsuruga
• Shōnan: Tokyo – Odawara

Overnight trains on the Tōkaidō Line go from Tokyo to western Honshū and Shikoku.

• Sunrise Izumo (Tokyo – Izumo via Okayama) (Operates daily)
• Sunrise Seto (Tokyo – Takamatsu) (Operates daily)

• Overnight limited express Sakura (Tokyo – Nagasaki (discontinued March 2005), Tokyo – {{STN|Sasebo|x}} (discontinued 1999))
• Overnight limited express Izumo (Tokyo – Izumo via Tottori), discontinued March 2006
• Limited express Wide View Tōkai (Tokyo – Shizuoka), discontinued March 2007
• Overnight express Ginga (Tokyo – Osaka), discontinued March 2008
• Overnight limited express Fuji (Tokyo – Ōita), discontinued March 2009
• Overnight limited express Hayabusa (Tokyo – Kumamoto), discontinued March 2009
• Overnight limited express Sunrise Yume (Tokyo – Hiroshima), discontinued March 2009
• Moonlight Nagara (Tokyo – Ōgaki) (Operates seasonally - rapid service with reserved seats), discontinued March 2020
• Super View Odoriko, Resort Odoriko, Fleur Odoriko (Tokyo – Izukyu-Shimoda), discontinued March 2020

File:JRE_Series-E231_U33F.jpg

• E231-1000 series (Tokyo – Atami – Numazu, through services onto the Itō Line)
• E233-3000 series (Tokyo – Atami – Numazu, through services onto the Itō Line)
• E257-2000/2500 series (Odoriko, Shōnan: Ikebukuro/Tokyo – Atami, through service onto the Itō Line)
• E261 series (Saphir Odoriko: Shinjuku/Tokyo – Atami, through service onto the Itō Line)

File:Series313_Y110_Y6.jpg

• 211-5000 series (Atami – Toyohashi, through services onto the Gotemba Line)
• 211-6000 series (Atami – Toyohashi, through services onto the Gotemba Line, through services onto the Minobu Line)
• 311 series (Shizuoka – Kakegawa – Hamamatsu – Toyohashi – Gifu)
• 313-0 series (Hamamatsu – Toyohashi – Gifu – Ōgaki)
• 313-300 series (Hamamatsu – Toyohashi – Gifu – Ōgaki, Ōgaki – Mino-Akasaka)
• 313-2300 series (Atami – Toyohashi, through services onto the Gotemba Line, through services onto the Minobu Line)
• 313-2500 series (Atami – Toyohashi, through services onto the Gotemba Line, through services onto the Minobu Line)
• 313-2600 series (Atami – Toyohashi, through services onto the Gotemba Line, through services onto the Minobu Line)
• 313-3000 series (through services onto the Gotemba Line, through services onto the Minobu Line)
• 313-3100 series (through services onto the Gotemba Line, through services onto the Minobu Line)
• 313-5000 series (Hamamatsu – Toyohashi – Gifu – Ōgaki – Maibara)
• 373 series (Atami – Shizuoka, Hamamatsu – Toyohashi, Ōgaki – Maibara)
• HC85 series (Nagoya / Osaka – Gifu, through service on the Takayama Main Line)

{{See also|Biwako Line|JR Kyoto Line|JR Kobe Line}}

File:JR West 223 series EMU 023.JPG

• 681 series (Nagoya – Ōgaki – Sekigahara)
• 683-8000 series (Nagoya – Ōgaki – Sekigahara)
• 271 series (Yasu – Shin-Osaka)
• 281 series (Yasu – Shin-Osaka)
• 207 series (Kusatsu – Kobe)
• 321 series (Kusatsu – Kobe)
• 221 series (Maibara – Kobe)
• 223 series (Maibara – Kobe)
• 225 series (Maibara – Kobe)

• KiHa 75 (through services onto the Taketoyo Line, 1999 - March 2015)
• KiHa 85 series (Nagoya / Osaka – Gifu, through service on the Takayama Main Line, 1989 – 9 July 2023)
• 113-1000 series (April 1972 - March 2006)
• 185 series (Tokyo – Atami, Misima through services onto the Itō Line, March 1981 - March 2021)
• 211 series (Tokyo – Atami – Numazu, through services onto the Itō Line, 1985 - April 2012)
• 215 series (Tokyo – Atami, 1992 - March 2021)
• E217 series (Tokyo – Atami, March 2006 - March 2015){{cite web |url= http://news.mynavi.jp/news/2015/03/19/181/|script-title=ja: JR東日本、東海道線E217系の営業運転終了 - 「湘南色」の帯で活躍した車両|trans-title= JR East E217 series withdrawn from Tokaido Line|date= 19 March 2015|work= Mynavi News|publisher= Mynavi Corporation|location= Japan|language= ja|access-date= 30 March 2015}}
• 251 series (Ikebukuro/Tokyo, Atami, through service onto the Itō Line, April 1990 - March 2020)
• 651 series (Izu Craile services: Odawara – Atami, through service onto the Itō Line, July 2016 - June 2020)

File:Jre E217F.jpg|E217 series in Tokaido Line Shōnan livery, April 2007

File:113sayonara.jpg|A 113 series approaching Yokohama, March 2006.

{{reflist}}

{{commons category|Tōkaidō Main Line}}

• [https://www.jreast.co.jp/estation/result.aspx?mode=2&rosen=49=1=%E6%9D%B1%E6%B5%B7%E9%81%93%E6%9C%AC%E7%B7%9A Stations of the Tōkaidō Main Line] (JR East) {{in lang|ja}}

{{cite magazine|last=Middleton|first=William D.|orig-date=April 1966|title=Tomorrow's railroad|magazine=Trains|publisher=Kalmbach Media|publication-date=August 2023|volume=83|issue=8|pages=34–43}}

{{Tokyo transit}}

{{Nagoya transit}}

{{Osaka transit}}

{{East Japan Railway Company Lines}}

{{Central Japan Railway Company Lines}}

{{West Japan Railway Company Lines}}

{{Authority control}}

{{DEFAULTSORT:Tokaido Main Line}}

Category:Lines of East Japan Railway Company

Category:Railway lines in Tokyo

Category:Lines of Central Japan Railway Company

Category:Lines of West Japan Railway Company

Category:1067 mm gauge railways in Japan

Category:Railway lines opened in 1872

Category:1872 establishments in Japan

Category:1500 V DC railway electrification