"Train Station Certificate"

A train station certificate, which is called 乗車駅証明書 (josha eki shoumei sho) in Japanese, has been increasingly common on JR network not just in rural areas but also in the Greater Tokyo Area. What and why is it?

Generally speaking, all passengers have to purchase a fare ticket in advance, but the train station certificate is one of a few alternative options. As the name suggests, the certificate proves which station a passenger started his or her journey, and it is issued free of charge. The passenger has to pay the fare at a station by the end of the journey, mostly by cash. It is also possible to pay the fare onboard when ticket inspection is carried out by a conductor, but it is rare in these days.

This orange box, which is often next to a ticket machine, issues the certificate. This system is similar to a "permit to travel" in Britain that allows passengers to travel when they have not purchased a ticket, but at least five pence are required to have one. On the other hand, the orange machine above does not charge passengers even a single yen.

The train station certificate system was initially introduced to unstaffed stations with few passengers. JR East has also been using the machine at stations in Tokyo and other major cities since the late-2010s to manage their work with fewer staff, including Sakuragicho, a station next to Yokohama and has more than 130,000 tap-in and out every day. Such stations are served by ordinary ticket machines, ticket barriers and staff for most of the day, but unstaffed in the early morning and late at night. In that case, the orange machine is activated.

Perhaps the most radical case is Tsurumi line. All stations (except Tsurumi) have been all unstaffed since 1971 and all ticket machines thereof were removed in 2022. Hence, those who do not have a Suica or PASMO card or those who do but with credit of less than 150 yen (the minimum fare) have to use the certificate.

Japanese railway companies use another system similar to the train station certificate: a numbered ticket, which is called 整理券 (seiri ken) in Japanese. There is always a machine on a train next to a door, and passengers have to take the numbered ticket when boarding. It is effectively not different to the certificate.

JR East has been encouraging passengers to use Suica/PASMO, but the IC cards have been restricted since last June due to the global chip shortage. Hence, some people have no choice but to rely on the train station certificate though many of those in Tokyo are not familiar with the system. Most foreign travellers would not use it as they have either Japan Rail Pass or Welcome Suica, but it might still be worth checking the machine just in case.

381 series, the final week

381 series, the last operational electric train in the country that Japanese National Railways developed for intercity services, retires on Saturday 15 June. The 381 series was introduced in 1973-82, and now used only for Limited Express Yakumo running between Okayama and Izumoshi in western Japan. The beige-and-red one, the iconic livery that dates back to 1958, has been highly popular among travellers and enthusiasts.

Probably not so many people remember that the 381 series was common in Osaka until around 10 years ago. This article looks back the days when the tilting trains were running in Kansai region.

Limited Express Kuroshio (Kyoto - Shingu via Shin-Osaka and Tennoji) had been provided by the 381 series for nearly 40 years when Kisei Main Line was electrified in 1978. There were 126 carriages in total at its peak in 1986-2011. JR West painted some units white with yellow and red bands in 1989, and almost of all units including those remained red and beige had been repainted blue and white by 2000. This light blue livery clearly showed that the train would run by the Paficic Ocean.

JR West introduced a few Green Car (first class coaches) which were converted from other intermediate carriages in 1989-90. Units with such a carriage were called Super Kuroshio. Some of the 381 series trains in the area were replaced with 287 series in 2012 and many of them were reallocated to other services as described further below. The rest of them retired on 30 October 2015, and nine carriages were transferred to Yakumo.

Those painted beige and red were used for Limited Express Konotori (Shin-Osaka - Kinosakionsen via Fukuchiyama Line), Hashidate (Kyoto - Amanohashidate) and Kinosaki (Kyoto - Kinosakionsen via San'in Main Line). The series entered into regular services of the aforementioned intercity trains in June 2012, replacing 183 series. The 381 series here were reallocated from Kuroshio services, and there were 40 carriages in total.

At first, tilting function of the 381 series was disabled as poles, signals and tracks of the lines served were not compatible with tilting trains. However, not a few passengers complained about uncomfortable vibration so that JR West enabled the function again but with smaller tilting angle.

The 381 series arrived at Osaka station. It was surreal to see an old-fashioned train standing at platform that was recently renovated. As many railway enthusiasts predicted, the 381 series did not last long. They were also withdrawn on 30 October 2015, just three years after reallocation. Two carriages were reallocated again to Yakumo.

Since then, Yakumo has been the last service run by the 381 series, and that is why railway enthusiasts across the country have gathered to the area. As mentioned above, the 381 series will be withdrawn from all regular services within less than a week, but a few units will remain during the high season. In fact, JR West revealed in its official timetable that some services during Obon (mid-August) would be the old trains. Hopefully, the JNR-era trains will run during the new year holidays 2024-25 as well, which might be the last opportunity to see them on mainline.