Looking back this year (2022)

Today is the New Year's Eve, the last day of this year. It might be the best day to look back this year with several train photos I took.

Unlike my Japanese blog, I do not post new photos to this blog or Twitter very often. Articles on this blog are not always "casual" (according to friends of mine) as I seldom use such expressions like "I think". Not a few people might have thought that I do not take photos very often, and focus on discussing about something on this blog instead. But in fact, I did enjoy trainspotting this year as listed below.

Janurary

Two four-carriage units of Keikyu 1500 series forming eight coaches. This so-called "4+4" coaches of the 1500 series has been phenomenally rare in the last 15 years. As withdrawal of the series continues, almost of all four-car units are expected to be withdrawn by March 2023.

February

Mizushima Rinkai Railway's KiHa 35 series. The KiHa 35 series is a type of diesel train developed by Japanese National Railways for commuter rails. This is the only operational one in the country, which runs only a handful of days every year. A major overhaul was carried out recently so that this train is likely to be in service for four years unless it breaks down.

March

Tobu 100 series SPACIA. It has served Limited Express services between Asakusa and Nikko or Kinugawa for more than 30 years, and it is still one of the most well-known trains in Tokyo. However, as a brand new train enters service in mid-July 2023, the incumbent SPACIA might not last long.

April

Kintetsu MoTo 51 series, a quasi-electric-locomotive that is used for empty coaching stock movement. A Keihanna Line's train was about to be despatched to another depot. I was on a trip to Nara at the time, and it was a completely unexpected encounter with this train.

May

415 series in Kyushu. This old rolling stock had been used in the southern island of Japan for nearly 50 years, but I suspected that all 415 series trains would retire when West-Kyushu Shinkansen high-speed rail opened. It was correct, and they were abruptly taken out of all services in September.

June

No train photo in June, as I was simply busy and the rainy season discouraged me to go outside.

July

E2 series bullet train. JR East repainted a unit ivory and green in commemoration of the 40th anniversary of Tohoku and Joetsu Shinkansen lines. Schedules of this train had been avilable on the official website, but JR East stopped updating information so that it is a little bit hard to figure them out today.

August

Izukyu 3000 series. JR East gradually withdraws 209 series commuter trains but a few of them were resold to this small private railway in the west of Tokyo. The 209 series has been infamous for being prone to troubles because of cheap structures, but it seems not a matter of concern for Izukyu.

September

211 series in Shizuoka. JR Central has been replacing the 211 series and other 30-year-old suburban trains with brand new trains since this year, but the series, which was developed by Japanese National Railways, are still common in this area. The JNR trains might be dramatically decline in the latter-half of 2023.

October

E235 series on Yamanote Line painted black. In spite of the 150th anniversary of the railway history in Japan, companies held very few events commemorating the milestone. Instead of them, I visited several places by myself to see monuments in Tokyo and Yokohama, as I wrote on this blog before (see also HERE).

November

Keifuku (also known as Randen), one of two tram networks in Kyoto. This tram line is heavily used by tourists going to Arashiyama in the northwest of Kyoto city centre, and services are very crowded in November as many people visit there to enjoy autumn foliage. In that case, all services are formed of two coaches like this.

December

381 series, Limited Express Yakumo. The 381 series is now the very last train painted beige with red stripes, the traditional livery adopted by Japanese National Railways. As the 381 series is due to be replaced with brand new trains from 2024, many railway enthusiasts are expected to visit Okayama, Tottori or Shimane Prefectures to see it.

They were my favourite photos I took this year. Other photos might be uploaded to The Red List of Trains in Japan in due course.

Finally, I would like to thank everybody who read any article on this blog this year. I will keep updating it in 2023 too. Please check the next article I post tomorrow.

A shortcut to Keiyo Line platforms

E233 series on Keiyo Line

Keiyo Line is a commuter rail in Tokyo, owned and operated by JR East. It is 32 miles long and connects Tokyo and Soga in Chiba Prefecture. There are several important places near the line, including Tokyo Disney Resort and Makuhari Messe. Musashino Line trains also run Keiyo Line tracks to Tokyo station.

An extremely long corridor

Keiyo Line platforms at Tokyo station is notoriously far from other platforms, as if they are different stations. Walking 400 metres (approx. 440 yds) sounds a good exercise but it is surely a nightmare especially when having suitcases. There are lifts, escalators and moving pavements, but it is still a hard work. According to JR East, it takes up to 20 minutes when changing from a Keiyo Line train to other trains and vice versa.

Fortunately, there is a shortcut. Not at Tokyo, but an adjacent station, Yurakucho. Most people do not know that Yurakucho station and Keiyo Line platforms at Tokyo station are very close to each other. In 2016, Toyo Keizai published an English article referring to it. It reads "If your starting point is closer to Yurakucho than Tokyo, you should definitely get off at Yurakucho. Exit this station from the north end called Kyobashi-guchi, and walk across the street heading toward the Tokyo Kokusai (or International) Forum. In about four minutes, you’ll reach the entrance to the Keiyo Line of the JR Tokyo station" (emphasis added)

A "voucher"

This article duly summarised the point, but it lacks the most important fact. You do not have to tap out and tap in at these stations. If you show a ticket or Suica card and tell a station staff at Yurakucho station that you are going to Keiyo Line, the staff gives you a small voucher. If you hand the voucher to another staff at Tokyo station, you can enter without paying extra. To put it simply, both Yurakucho and Tokyo are effectively regarded as one single station. The same applies when going from Tokyo to Yurakucho station.

A Tokyo station entrance inside the International Forum

How long does it take? It is about a five-minute walk. If you go from Yurakucho station, leave the station from Kyobashi exit, cross the road and just go inside the International Forum. There are very few signs, but signboards of Hall C, B and A navigate you. Do not go to any of these halls, but simply go straight, and you will find a staircase. Then, you will find ticket barriers.

This de facto fare exemption is only applicable when you come from or go to a southbound train on Yamanote Line (e.g. Hamamatsucho and Shinagawa, or even beyond). If you are from or going to Tokyo station and beyond, you cannot choose this route and you have to simply change trains at Tokyo station.

It might not look easy, but worth trying it if you use Keiyo Line frequently.

2023 Timetable Changes on JR Network

Details about annual timetable changes have been announced by JR Group. The revision will take place on Saturday 18 March 2023. There will be some further service reduction on several lines as the ridership remains lower than pre-pandemic amidst remote-working culture, but services will be reinstated to the original level on several lines. What are other major differences?

New stations

E233 series

Makuharitoyosuna on Keiyo Line (Chiba Prefecture) and Maegata on Tazawako Line (Iwate Prefecture) will open.

Makuharitoyosuna will be located between Shin-Narashino and Kaihimmakuhari stations. The new station is close to a major commercial district that includes Aeon Mall. The station was initially scheduled to open in around 2024, but the construction completed earlier with less expenditures than planned, an extremely rare success in these days. Four trains per hour will call at this station at off-peak times.

701 series

Maegata will be located between Morioka and Okama, and it is next to another Aeon Mall. According to Morioka City, the station usage is expected to be 1,700 a day, the second busiest station on the rural Tazawako Line after Morioka station. 12-16 trains a day should be calling at this station.

Osaka station

New platforms of Osaka station, commonly known as "Umekita", will open. They effectively constitute a new station on Tokaido Main Line (Umeda freight branch line), which has been used for trains from Shin-Osaka to Hanwa Line and vice versa. Limited Express Haruka (Kyoto - Kansai Airport) and Kuroshio (Shin-Osaka - Shingu via Wakayama and Shirahama) will call at Osaka station, one of the most important station in the second largest city of Japan.

According to JR West, it will take 47 minutes from Osaka station to Kansai Airport, 20 minutes shorter than now. The journey time from Osaka to Wakayama will be cut from 90 to 57 minutes.

Trains in Hokkaido

KiHa 141 series

Brand new 737 series trains will be introduced to stopping services on Muroran Main Line, replacing KiHa 141 series. Furthermore, KiHa 183 series, a type of diesel limited express train developed by Japanese National Railways, will retire.

High-speed trains

E7 series

All Joetsu Shinkansen services will be provided by E7 series, replacing E2 series. The maximum speed of the line will be raised from 240 to 275 km/h (150 to 170 mph), and thus the journey time between Tokyo and Niigata will be shortened by up to seven minutes.

Sotetsu & Tokyu Shin-Yokohama Lines

Sotetsu 20000 series

Through-services between Sotetsu lines and Tokyu lines are scheduled to commence in March 2023 as Sotetsu Shin-Yokohama Line is extended and Tokyu Shin-Yokohama open. JR Group is not the party of these new through-services, but there are some indirect effects on them. For example, JR Central sets a Nozomi service from Shin-Yokohama to Shin-Osaka at 6:03 am, which runs on Mondays and Saturdays.

Train fares

Train fares will be raised, especially limited express services during busy seasons. There are currently three levels of limited express ticket fares: peak-season, normal and off-season. The fares calculated mainly based on travel distance, and the price gets 200 yen higher in peak season, whilst 200 yen cheaper in off season. From 1 April 2023, there will be another level called "busiest season (最繁忙期)", which will be 400 yen more expensive than usual. Each JR companies use their own calendars so that, for example, 1 May 2023 is designated by JR East by the busiest whilst JR Central, West, Shikoku and Kyushu do not.

Furthermore, the discount for limited express tickets will be discontinued in some cases. When you purchase a bullet train ticket and a limited express ticket on conventional lines at the same time, the latter ticket is 50% off. This discount is called " transit discount (乗継割引)", but it will not be applied for some limited express services in Chugoku and Shikoku regions from 1 April 2023.

Permanent closure of a rural line

Rumoi Main Line between Ishikari-Numata and Rumoi (35.7 km, 22 miles) will be permanently closed on 1 April 2023, and the rest of the line (14.4 km, 9 miles) will be closed by 31 March 2026. This is a part of downsizing programme carried out by JR Hokkaido, the Government of Hokkaido and other cities and towns nearby.

This article is merely a summary. For more information, see official documents below (written in Japanese). Further detailed timetables are anticipated to be available by February.

• JR Hokkaido
• JR East
• JR Central
• JR West (overview)
• JR Shikoku (no change will take place)
• JR Kyushu

Ticket machines rejecting 500 yen coins

Right: the new 500 yen coin.

Last year, the Japan Mint issued a new 500 yen coin. This is the third 500 yen coin in the Japanese history. The size and weight are almost equivalent to those of the second 500 yen coin, but the new coin features a bi-metallic three-layer structure to make counterfeiting even more difficult. The new coins have been in circulation since 1 November 2021.

More than a year has passed since the circulation began, but not all railway operators made their ticket machines compatible with the new coins. JR East's machines mostly accept the new ones, but others like Tokyu still have considerable number of machines that only accept the old ones. Not a few other machines such as vending machines selling bottled beverages reject the new coins either. This is frankly strange, as Japanese business owners usually adapt this kind of changes swiftly. Why is it so sluggish this time?

*Partly retouched in accordance with the 1895 Act on Control of Imitation of Currency and Securities.

The answer is quite simple: because it is not wise to take action now. The Ministry of Finance is going to introduce new banknotes (1000, 5000 and 10000 yen), and they are due to be in circulation from 2024. Therefore, not a few business owners considered that it would be better to deal with new notes and coins at the same time. The business sector recently received samples of new notes from the National Printing Bureau, and currently tests of new machines are carried out, as Nikkei reported.

Another reason is that Japanese people have gradually shifted to cashless payment. Japan has been infamous for being a cash society, but not a few people are familiar with other means of payment, not only credit/debit cards but also other contactless cards and QR code. Since not as many coins as we had seen before are necessary in these days, the replacement of the 500 yen coins has not been so quick.

Furthermore, there is no reason for the government to dispose of the old coins so urgently this time. When the second 500 yen coin was minted in 2000, the government had to replace the first 500 yen coin (minted in 1982-1999) as quickly as possible, since too many counterfeit coins were found in vending machines. The most common case was 500 South Korean Won coins, which were precisely the same size and made of the same material but worth 170 yen at that time. No such cases are reported today so far.

As not a few ticket machines are incompatible with the new 500 yen coins, Mizushima Rinkai Railway in Okayama Prefecture has been taking quite a unique approach. They resumed selling old-fashioned paper-based tickets by hand. This type of ticket has been uncommon since the 1990s due to introduction of automatic printing systems (not least ticket machines). The Railway reintroduced this old type of ticket, which is often called "soft ticket" in Japanese, as the company cannot afford replacing their ticket machines. However, not a few railway enthusiasts ask for one as a collectable, and probably contributing a little to the business.

Trams in Kyoto, when formed of two cars

Kyoto was once very well known for trams. Kyoto City Tram opened in 1895 as the very first electric railway in Japan, but all lines were closed by 1978 amid heavy traffic jams. However, there are a few trams in the ancient capital, one of which is Keifuku (also known as Randen). Keifuku has two lines: Arashiyama Main Line and Kitano Line. Both lines are used by commuters, students and tourists.

Services are generally formed of a single tramcar, but a few during rush hours are formed of two. Furthermore, when the city is crowded by tourists, all services consist of two cars at the weekend. November is the best season for watching autumn foliage so that many people from nearby cities and prefectures visit Arashiyama area.

In such a case, a rare train can be seen. Keifuku's trains have been painted purple since 2010 (with few exceptions), but this one is still painted dark ivory and dark green, the traditional livery dating back to 1936. No. 301 is the only operational car that still keeps its original livery, and it usually runs only during rush hours.

Arashiyama is famous for magnificent views from Sagano Scenic Railway. Kyoto is an ancient capital, but also a place where railway trip brings you a lot of fun.

As Class 315 retires

A farewell event of Class 315 is held today. The Class 315 was built in 1980-81 and has been used in London and nearby regions for more than 40 years. It has been observed often on Great Eastern Main Line in the past few years.

It is said that very few Class 315 services remain even after the farewell railtour, possibly until 9 December, though they might be affected by nationwide industrial action.

The last regular services of the Class have been those between Liverpool Street and Shenfield. When I lived in London in 2018-19, the 315s were used by London Overground and TfL Rail, and the services on the GEML were provided by the latter one. Even after Crossrail opened in May 2022, the 315s remained in service. But unsurprisingly, all 315s will leave the mainline at last.

A Class 315 train arriving at Seven Sisters. In spite of its appearance, this train was apparently Overground service. In 2019, an ex-TfL Rail unit 315858 was transferred to Lea Valley Lines as another unit operated by Overground broke down. Do you remember?

As the Class 315 is withdrawn, I realised that there are only a few electric multiple units built by British Rail (before the privatisation) remain in London today. The following BR EMUs in the capital retired since the pandemic began:

Class	Operator	Retired in
317	LO	Apr 2020
315	LO	Oct 2020
365	GN	May 2021
456	SW	Jan 2022
455	SN	May 2022
317	LE	Jul 2022
322	LE	Aug 2022
315	XR	Nov 2022

If I have not made any mistake, there are only Class 321 (Greater Anglia), Class 455 (South Western Railway) and Class 465 & 466 (Southeastern). The first two trains are due to be replaced with new Aventra trains, so they might retire next year or so.

Keisei Derailment 2022 - what we know so far?

京成線、隣の電車が脱線してたけどあと少し手前に来てたら巻き添え食らってたかも… pic.twitter.com/VQswlpkyFC

— ガセッティ (@gasettist) November 17, 2022

At 10:21 am on Thursday 17 November, a train derailed at a depot near Keisei-Takasago station in the east of Tokyo. According to a document issued by Keisei, the derailed train was empty coaching stock that was supposed to terminate at the very depot (i.e. no passenger onboard). It blocked tracks of Keisei Main Line and Hokuso Line for more than ten hours, and thus resulted in part suspension of service that lasted until 8:49 pm. Nobody injured according to the Police Agency.

Skyliner approaching Keisei-Takasago station

Keisei-Takasago is a hub station, as there is a depot nearby and Hokuso Line branches off. All Skyliner services that connect Narita Airport and Ueno, and major commuter trains to and from Ueno and Toei Asakusa Line (underground) run. All of these services have been cancelled due to the derailment, and the accident severely affected not only local residents but also businesspeople and tourists (including those from abroad).

ジャッキ外れて車両が落ちたよ😨
みんな怪我無くてよかった。#京成線 #高砂 #脱線 pic.twitter.com/lA1glqWwpl

— J (@beikoku_tanmou) November 17, 2022

It took longer than initially expected to resume services, as workers struggled to reinstate the train to the track. As the video shows, even jacking the train up was not always easy for them. The train was stored eight hours after the derailment, and now awaiting investigation conducted by both the company and the authorities.

The train derailed exactly at a point (or "railroad switch" in American English). According to mass media (such as TBS News), the driver reversed the train without authorisation as the train entered to a wrong track. If this description is correct, it is possible that the driver also overlooked a signal, as points and signals are generally interconnected.

Needless to say, train reversal without authorisation is a material breach of rules. He should have reported the mistake to the control room before going back. If the train had been on further, the train could have completely blocked mainline tracks and thus caused a major crash with other passenger services, or hit a person or a vehicle at a level crossing nearby. The investigation is still at an early stage, but it is highly likely that the driver involved will face a punishment if not criminal.

Keisei 3700 series

The derailed train was unit No. 3788 of Keisei 3700 series, which was registered for mainline use on 1 March 1996. The unit will certainly be taken out of service and stored for months whilst investigation is carried out. Since it is nearly 27 years old (and thus not new at all), and the crucial front carriage was severely damaged, it is not certain whether the company will repair the train and reinstate it to services or send them for scrap.

Two Rinkai lines

If you have been on a train in Tokyo, you might have heard of Rinkai line at least once. JR East's onboard English announcement calls it "Tokyo Rinkai Kosoku Tetsudo Rinkai Line", which is merely a transliteration of the official Japanese name. This is frankly absurd, as there is an official English name, Tokyo Waterfront Railway. Anyway, there is a railway called Rinkai Line.

However, there is another Rinkai line in Tokyo, which is officially called Tokyo Rinkai Shin-Kotsu Rinkai Line. Aren't they the same? No, they aren't. Are they operated by the same company? No, they aren't. Do they serve the same area? Yes, they do. What a confusing story it is!

Tokyo Waterfront Railway Rinkai Line – which I would call it the "genuine Rinkai Line" - is, however, not registered on public documents. Its official name is "Rinkai Fukutoshin Line" (lit. Waterfront Subcentre Line). The line was called as such when it opened in 1996, but it has been called Rinkai Line since 2000 (otherwise it must be extremely confusing especially after Tokyo Metro Fukutoshin Line was opened in 2008). Rinkai Line connects Osaki (an interchange station with JR Yamanote Line) and Shin-Kiba (an interchange station with JR Keiyo and Tokyo Metro Yurakucho lines). As the word "waterfront" suggests, trains run newly developed areas very close to Tokyo Bay.

More than 99% of the entire population have never heard of Tokyo Rinkai Shin-Kotsu Rinkai Line (lit. "Tokyo Waterfront New Transit Rinkai Line"), but not a few people know its nickname: Yurikamome. It is an automated guided transit, perhaps the most famous one in Japan. Yurikamome opened in 1995, about five months earlier than TWR Rinkai Line (the "genuine" one). Today, Yurikamome connects Shimbashi and Toyosu, and many foreign tourists have also visited the area before the pandemic.

Are these two lines lie closely? They do. Yurikamome steps across TWR Rinkai Line twice near Daiba and Ariake stations. They run parallel for nearly a mile, though they cannot see each other as TWR Rinkai Line is mostly underground. Ariake station on Yurikamome and Kokusai-tenjijo station on TWR Rinkai Line are the closest interchange, as there are less than 300 yards.

Finally, isn't there a risk of confusion. Mostly no, as 999 out of 1,000 people would not call Yurikamome's official name. In most cases, "Rinkai Line" refers to TWR, not the automated guided transit.

The preserved train retires

Japanese National Railways KiHa 58 series was once the most numerous diesel train in Japanese history, as 1,823 carriages were delivered in 1961-69. There were also two more series derived from the KiHa 58 series: KiHa 56 series for Hokkaido and KiHa 57 series for Usui Pass on Shin'etsu Main Line. The total number of "KiHa 58 series family" was 2,117 carriages in total, accounting for 30% of the entire diesel trains in the country.

JR group had used them even after the privatisation of JNR in 1987, but the number dramatically dropped in the 1990s and 2000s. HERE for more information about the series. The series was withdrawn from all regular JR services in 2011, but Isumi Railway in Chiba Prefecture bought one and they has used it at weekends. However, its demise is now imminent.

The only operational carriage is KiHa 28 2346 (hereinafter referred to as "the carriage"), which worked as the last regular service of the series on Takayama Main Line in western Japan. The carriage, which was originally KiHa 28 346, was built in 1964. It had mostly been used in San'in region, but it was temporarily allocated to Chiba Prefecture in July 1964 as there were significant number of tourists going to beaches during summer holidays. Though the carriage was returned to Yonago Depot in Tottori Prefecture, it did run in Chiba and possibly in Tokyo.

In 2012, a year after the retirement, the then-president of Isumi Railway, Akira Torizuka, decided to reintroduce the carriage to mainline. Isumi Railway is a rural line in Chiba Prefecture, and it has been on the verge of permanent closure. Torizuka considered that the carriage will attract railway enthusiasts with cameras, just like what he did when he was young. Then, the carriage became the de facto preserved train.

The carriage mostly ran at weekends and holidays together with another de facto preserved train, KiHa 52 125. Were they profitable? Obviously not, as maintaining these old trains cost considerably. Was the (re)introduction of those diesel trains successful? To some extent, yes. Torizuka has been reiterating that rural lines can bring tourists to the area so that local economy might benefit from the railway. Even if railway enthusiasts visit the towns and villages by car, they surely go to restaurants and convenience stores to have lunch, and perhaps also petrol stations. Some of them might visit small shops that deal in local food, sake and other souvenirs. Torizuka realised that it is more appropriate to consider the overall benefit of the railway in the area, rather than just focusing on an income statement.

However, such business is durable only when local residents agree with the policy and cooperate with all parties concerned, as Torizuka acknowledges. If local governments of Otaki Town and other nearby cities/towns and local residents thereof had opposed Torizuka's ambitious plan, no preserved train would have ran, and even Isumi Railway itself would have been closed. It could have happened just like local residents and politicians in Samani Town, who opposed reopening Hidaka Main Line and preferred road transport, as this blog mentioned before.

KiHa 28 2346 entered service in 2013. Since the carriage is not double-ended, it always runs with another old train, KiHa 52 125. The preserved trains usually run on Saturdays, Sundays and holidays as "Express" services. The carriage has been the only operational KiHa 58 series train except very few "Joyful Train" units (which were dramatically refurbished as if a different train). As Torizuka said, preserved trains often break down even with great efforts of maintenance staff. He repeatedly warned railway enthusiasts that these trains would not run forever, and might suddenly retire. Fortunately, both preserved trains remained on mainline longer than he anticipated.

In May 2022, Isumi Railway announced that KiHa 28 2346 would be withdrawn from weekend services in November. According to the company, this was due to a tremendous cost that is essential to keep the carriage running, and technical difficulties to maintain engines and generators.

It is rumoured that Torizuka's successor is not interested in attracting railway enthusiasts and the idea that they contribute to local economy so that the incumbent president decided to simply stop using such shabby trains. Whatever the true reason is, the company apparently concluded that it could not afford it. The last "Express" service by KiHa 28 2346 will run on Sunday 27 November 2022, and it will be used for a few rail tours until February 2023. The other preserved train, KiHa 52 125, is also likely to retire in the near future.

Not a few railway enthusiasts tend to think that preserved trains are preserved forever, but it is simply not true. Owners might change their mind just like this present case. Changes to safety rules and upgrading signalling systems could affect them, like old tube trains in central London (1938 stock and steam trains). What we should hope now is that KiHa 28 2346 will be statically displayed somewhere, not be demolished.

Haneda Airport: Slowing Down?!

Introduction

On 24 October, Keikyu published an overview of new timetables that take effect on 26 November. According to the company, it is the biggest timetable change in more than 23 years. Like other railway operators around the world, Keikyu has decided to reduce services as ridership has not yet recovered to pre-pandemic level. However, the timetable revision contains significant changes that are contradictory to its long-term objectives, and thus raises serious concerns that how or even if do they really think carefully about their future, as argued below.

What happens to Keikyu lines?

Limited Express Tokkyu

Service reduction. Keikyu has not yet published statistics this year, but other railway companies in Tokyo have seen less passengers than before the COVID-19 pandemic. For example, Tokyu estimates 14% less ridership than pre-COVID days by March 2023. As considerable number of people prefer remote working even today, the ridership of trains in Tokyo is not expected to be fully recovered, just like other major operators across the country and around the world – such as JR Group, Transport for London and Metropolitan Transportation Authority of New York. Keikyu is no exception.

During rush hours, not a few fast services from Shinagawa towards Yokohama and Yokosuka will be formed of eight coaches instead of twelve. In the daytime, trains to and from Yokohama area will be reduced from 18 to 15 services per hour. Airport Express will be every 20 minutes instead of 10, and Limited Express Kaitoku to and from Toei Asakusa Line will be downgraded to Tokkyu.

More radical changes will be taken place: services between Tokyo and Haneda Airport, as described below.

How do services to Haneda Airport change?

Before looking the new service patterns, it is important to review the current off-peak timetable (daytime on weekdays and almost the whole day at weekend).

BEFORE the timetable revision

At present, Limited Express Kaitoku (including one Airport Limited Express) to/from Shinagawa and Toei Asakusa Line run every 10 minutes, and Airport Express to/from Yokohama runs every 10 minutes. As the map shows, Kaitoku is a fast service, while Airport Express is semi-fast. The fastest Airport Limited Express runs every 40 minutes.

AFTER the timetable revision

The new timetable shows that many Kaitoku services (except Airport Limited Express) are replaced with slower Tokkyu, and Airport Express will be provided every 20 minutes. It is not even certain at present that if trains to and from the Airport will always be provided exactly every 10 minutes. The fastest Airport Limited Express keeps running every 40 minutes.

Why does Keikyu adopt such a measure? The company cuts Airport Express by half, but in that case, small stations between Keikyu Kamata and Haneda Airport will only have three trains per hour, which is disproportionately infrequent. In compensation for that, Kaitoku services are going to be downgraded to Tokkyu, in which case those small stations will have almost equivalent number of trains to before the timetable revision.

However, it is needless to say that downgrading services means nothing but longer journey time. Tokkyu between Shinagawa and Haneda Airport Terminals 1,2 is expected to take 20 minutes, five minutes longer than Kaitoku.

Why is it so problematic?

Airport Express

Haneda is one of two international airports in Tokyo, and it is well known that Haneda is far closer to the capital and thus more convenient than Narita Airport. It is obviously essential to keep public transport between the airport and the centre of the capital smooth. Furthermore, as the country reopened at last, Haneda Airport will certainly be busy once again. Amid the surge in demand, slowing down is simply a backlash.

There are three major routes connecting Tokyo and the Airport: Keikyu, Tokyo Monorail and bus services. It depends on which part of Tokyo you are going to or from, but all these three choices are equally attractive. In other words, competition with each other is always severe.

A typical suburban train on JR East network

More importantly, Keikyu is expected to drop out the race in the near future. JR East has been constructing a new line that connects the Airport and Tokyo station, and it is scheduled to open by March 2030. At present, a journey between them takes 33 minutes via Keikyu and 28 minutes by Tokyo Monorail, but the new JR line will take just 18 minutes. Meanwhile, a Keikyu train between Shinagawa and the Airport will take 20 minutes. Hence, the result of the race (JR East vs Keikyu) is patently obvious.

Has Keikyu given up the race?

Limited Express Kaitoku (through-service)

Not really. According to the latest investment plan, Keikyu has been refurbishing Haneda Airport Terminals 1,2 station with new turnback sidings to boost capacity by providing more services. Keikyu has endeavoured to encourage businesspeople and tourists to use its services as much as possible so that not a few of them might still choose Keikyu even after JR launches new services. "Keikyu is fast and convenient"...this is what the company has been eager for passengers to remember.

Nevertheless, the new timetable revision makes services slower and less convenient. It does not make sense at all. They might have been caught in a dilemma of whether pursuing efficiency by cutting trains and staffs or keeping frequent and fast services to the Airport. It is possible that they simply lack a consistent long-term plan or failed to form a consensus inside the company. More likely, it is because the company has been suffered severely from staff shortage so that they had no choice but to significantly reduce services, as Keikyu has been notorious for poor working conditions, which has often been mocked as "the railway of thirteen-consecutive-day labour".

Is there any impact on the new Kamakama Line?

A train similar to Tokyu Tamagawa Line

Highly unlikely. Kamakama Line is a proposed new railway connecting Kamata and Keikyu Kamata station, which is approximately half a mile. It connects Tokyu and Keikyu lines, allowing through-service between Haneda Airport and western part of Tokyo (such as Shibuya and Ikebukuro) via Tokyu Tamagawa, Meguro and Toyoko Lines. Some services might be extended to as far as Kawagoe and Tokorozawa in Saitama Prefecture. There are many difficulties in this project, particularly different track gauges between Tokyu and Keikyu. It is reported that Ota City of Tokyo and Tokyu are positive about the new railway, but Keikyu is reluctant to pursue it. The Metropolitan Government of Tokyo had been opposed to the plan at first, but agreed in 2022 with expending 30% of the cost.

Keikyu has not done anything about the proposed Kamakama Line, and the company has never published any announcement about it either. Since Keikyu has not been positive about the Line, it is almost certain that the timetable revision is completely irrelevant to the Kamakama Line project. Thus, there will be no impact on the new line.

Conclusion

Keikyu has decided to reduce regional services in Yokohama area, but it also significantly cuts the services between central Tokyo and Haneda Airport. Whether intentional or not, businesspeople and tourists will surely be dissatisfied with the new timetable. Even without the timetable revision, Keikyu is on the verge of losing the competition with the rivals (particularly the new JR line), and the revision will definitely deteriorate the situation further. Frankly speaking, it is suicidal.

It is deeply concerning that whether the company has determination to have a consistent long-term plan or not, or even if it is capable to do so.