The terrain along the Sea of Japan coast is very rugged between the towns of Kami and Shin'onsen, and it was necessary to lay the railbed amongst the mountains.

The steel for the piers was imported from the American Bridge Company's Pencoyd Iron Works via Kyūshū, and arrived in August 1910.

Following the accident, Japan National Railways reviewed their policies and decided to stop train operations when wind speeds exceeded 20 m/s (45 mph).

Plans for bridge's replacement had been studied since the 1970s, however for financial reasons it was initially decided that the original structure would continue to be maintained.

The new prestressed concrete bridge on the original structure's south side was built to allow trains to operate in wind conditions of up to 30 m/s.

Its design allows for easy maintenance, and because local governments provided 80% of the cost, JR West planned to complete the work as quickly as possible.

Some trespassed on private property, and the unusually large number of visitors proved troublesome for local residents.

The Tottori Prefectural Assembly announced that it may withhold funding for the work if the overnight express service Izumo was discontinued.

The local government formed a committee to consider requests that the 1986 accident be commemorated for future generations, including the suggestion that three vertical supports and girders closest to Amarube Station be retained.

On May 27, 2007, a ceremony marking the beginning of construction was held, attended by the governor of Hyōgo Prefecture as well as members of the Diet.