Akihabara

Weekday departures: 2,876/day in the available timetable data · Sat & holiday departures: 1,342/day in the available timetable data

Earliest / latest departure in the available data (weekday): 4:31 / 24:47 (00:47 next day)

Busiest hour in the available data: 8:00–9:00 (185)

0:00 ─ 23:00

Figures are typical departures in the timetable data, not a live service count.

Timetable data as of 3 May 2026 to 4 May 2026: the timetables behind these figures were retrieved on different dates.

The timetable data is incomplete for some or all lines at this station, so the weekday and Sat & holiday figures are departures in the available timetable data, not totals.

Lines where the timetable data is incomplete:

• Tsukuba Express: timetable data withheld pending licensing
• Tokyo Metro Hibiya Line: timetable data withheld pending licensing
• Sobu Main Line: timetable covers only part of the line
• Tohoku Main Line: timetable covers only part of the line

• Sobu Main Line: Ochanomizu ⇄ Asakusabashi
• Tohoku Main Line: Okachimachi ⇄ Kanda (Tokyo)

Akihabara Station opened on 1 November 1890 as a Nippon Railway freight depot at the southern end of the freight line from Ueno. A dock cut in from the Kanda River was completed on 1 May 1893, linking the yard to river shipping. Passenger service began on 1 November 1925 when the elevated electric line between Ueno and Tokyo was completed, and the four high-level freight platforms were finished in early April 1931, coming into use on 10 April. The Sōbu Main Line extension from Ryōgoku to Ochanomizu opened the upper Sōbu platforms on 1 July 1932, creating a three-tier interchange. The Hibiya Line station opened on 31 May 1962. JR East's facilities were rebuilt and enlarged for the Tsukuba Express terminus that opened underground on 24 August 2005.

When the elevated freight facilities were planned in the 1920s, the state railway compared two schemes: ground-level freight platforms with wagons raised and lowered between them and the viaduct, and the practice then used in large American cities of putting the freight platforms themselves up on the viaduct and lifting only the goods. The elevated scheme cost more to build but handled more traffic, and rental income from goods warehouses under the arches was expected to make it cheaper overall, so it was adopted, with four elevated platforms and a designed capacity of 1.09 million tonnes a year.