The Tram, another stark reminder from the past

Hiroshima is known for having the most extensive tram network in Japan. Most tourists to here visit the the Peace Memorial Museum and Genbaku Dome (also known as the Atomic Bomb Dome) just like G7 leaders did in 2023. Many people believe that the Dome is the only survivor of the very first nuclear attack in history, but as BBC reported back in 2015, it is not true. This is No. 651 of Hiroshima's tram, one of few vehicles that survived the day.

This is Hiroshima Electric Railway 650 series, a tram type developed in 1942. Five trams were introduced, and all of them were damaged at quarter past eight on 6th August 1945, some of them destroyed. Yet, the company repaired all of them and thus they were all eventually reinstated. All 650 series trams were supposed to be withdrawn by 2006, but the company decided to preserve some of them. Today, three trams are still registered for mainline use, and they are often used as charter trains including school trips for teenagers. In addition, nos. 651 and 652 sometimes run during morning rush hours on weekdays.

No. 651 was about to depart Fukuromachi tram stop towards Senda depot, presumably after being used for a charter train on Saturday afternoon. The grey building on the left is the former Hiroshima Branch of the Bank of Japan, another building that withstood the bomb. Together with modern buildings nearby, they highlight how much the city has developed since then, and how important it is to preserve such heritage to remember that day.

It should be noted that the heritage sites in Hiroshima have been preserved not to emphasise the "atrocities committed by the United States", but rather to serve as a memorial, reminding us that regardless of views on nuclear weapons, they should never be used again under any circumstances. As the 80th anniversary of the end of the Second World War (commonly known outside Japan as the VJ Day) is approaching, and given that the substantial risk of another nuclear attack amidst conflicts including those in Eastern Europe, the Middle East and South Asia, the 650 series trams are not just cute and retro vehicles, but they present us a stark warning.

Shinkansen, the confusing fare schemes

In Japan, bullet train passengers generally have to purchase two tickets, a standard fare ticket and a limited express fare ticket (Shinkansen fare ticket). However, the standard fare ticket is not necessarily based on an actual route, and most passengers are paying more than they are supposed to be. This article focuses on the hidden rules that not many people know.

Passengers going from Tokyo to Shin-Osaka by Shinkansen always have two tickets mentioned above that cover Tokyo and Shin-Osaka. Generally speaking, fares for those tickets are calculated based on distance between two stations. However, they are not in case of Shinkansen tickets, and passengers often pay more than they should, in addition to the expensive Shinkansen fare ticket.

To put it simply, standard fares for Shinkansen are based on those of a "conventional line" (non-high-speed railway) parallel to each other. For example, even when they use Tokaido Shinkansen from Tokyo to Shin-Osaka, the standard fare is based on the distance between these two stations via Tokaido Main Line. Shinkansen tracks are generally shorter than conventional lines, but JR companies have been charging passengers based on longer distances. For example, a table below shows the technical and actual distance between major stations.

	Actual	Calculated as
Tokyo - Shin-Osaka	515.4 km	562.6 km
Shin-Osaka - Hakata	553.7 km	622.3 km
Tokyo - Sendai	325.4 km	351.8 km
Tokyo - Niigata	300.8 km	333.9 km

Another table below shows how fares have gone up based on the figures mentioned above.

	Fair fare	Actual fare
Tokyo - Shin-Osaka	8,360 yen	8,910 yen
Shin-Osaka - Hakata	8,910 yen	9,790 yen
Tokyo - Sendai	5,510 yen	5,730 yen
Tokyo - Niigata	5,180 yen	5,510 yen

As the tables show, the differences are not small, enough to buy a bottle of water or even a small bento for lunch.

This rule dates back to 1964, when Tokaido Shinkansen opened but Japanese National Railways did not add any change to the standard fare scheme. JNR insisted that Tokaido Shinkansen was constructed as second Tokaido Main Line, so the same fares should be applied. In 1975, a passenger, who found that the actual distance between Tokyo and Shin-Osaka via Tokaido Shinkansen was shorter than that via Tokaido Main Line, demanded a partial refund from JNR and sued it (though it was dismissed unanimously by the Supreme Court in 1986).

This rule, which is now written in Article 16-2 Paragraph 1 of the Rules for Passenger Services, is not always disadvantageous for passengers. For example, the ticket above is from Tsuyama to Yokohama via San-yo and Tokaido Main Line (conventional lines), but there are Shinkansen stamps. In this case, I could choose whether to take a Shinkansen from Okayama to Shin-Yokohama, or to take an ordinary train from Okayama to Yokohama. I could also freely switch from Shinkansen to conventional lines and vice versa at stations in between.

According to the rules, a person with a ticket from Tokyo or Nagoya to Osaka can either take Shinkansen to Shin-Osaka directly or alight the train at Kyoto for sightseeing and continue on to Osaka after that.

JNR applied the same rules to San-yo, Joetsu and Tohoku Shinkansen when they opened in 1972 (extended to Hakata in 1975) and 1982, respectively. Hence, San-yo Shinkansen was treated as the same as San-yo Main Line (and Kagoshima Main Line in Fukuoka Prefecture), Tohoku Shinkansen was effectively the same as Tohoku Main Line and Joetsu Shinkansen was treated as Joetsu Line.

The privatization of JNR made the rules questionable, especially when it comes to Tokaido and San-yo Shinkansen. Unlike others, conventional lines parallel to those two Shinkansen are operated by different JR companies as shown below. Osaka and Shimonoseki also correspond to Shin-Osaka and Shin-Shimonoseki, respectively.

	Shinkansen	Conventional
Tokyo - Atami	JR Central	JR East
Atami - Maibara		JR Central
Maibara - (Osaka)		JR West
(Osaka) - (Shimonoseki)	JR West
(Shimonoseki) - (Hakata)		JR Kyushu

When the high-speed rail and conventional lines nearby are owned and managed by different companies, how could those railways be regarded as the same?

JR Kyushu suggested a possible solution. In 1996, JR Kyushu withdrew from the scheme and has set its own fares between Shimonoseki and Hakata. Hence, a passenger with a standard fare ticket that covers Shimonoseki (or Shin-Shimonoseki), Kokura or Hakata has to decide which route to take. Since then, conventional lines there are more expensive than San-yo Shinkansen when it comes to a standard fare ticket. For example, a standard fare ticket between Kokura and Hakata is 1,170 yen for San-yo Shinkansen, but 1,510 yen for Kagoshima Main Line. Even with a limited express ticket, the total cost is 2,160 yen for Shinkansen (taking 17 minutes), while it is 2,110 yen for Limited Express on the conventional line (taking 49 minutes), so JR Kyushu has been struggling to attract passengers between the two cities (most people would prefer Shinkansen, as it is more frequent and far faster than JR Kyushu with just an extra of 50 yen).

JR East is soon to follow JR Kyushu as part of its plan to dramatically raise fares, as described in the previous article. The change will solve the confusing fare schemes and make it easy to understand for Shinkansen travellers, though it is not clear whether it will be beneficial for passengers.

JR fare schemes change in 2026

JR East has published three documents last year regarding fare increase and changes in fare schemes. On 2 December, six JR companies including JR East announced that they will discontinue the sale of return (round-trip) tickets in March 2026, which will be a huge blow to long-distance travellers. Four days later, JR East announced a fare increase of 7.1% on average in March 2026 with a lengthy 49-page document. On 10 December, JR East also announced the major upgrade of Suica services called "Suica Renaissance" which this blog article does NOT refer to.

The demise of return tickets

A return ticket is, as the name suggests, a pair of two tickets between two stations. The price is generally twice the single fare, and the entire trip is valid for twice the duration of a single ticket. JR East and other JRs across the country insist that Suica and relevant cards have been widely used and many passengers prefer booking online so that they have decided to terminate the sale of return tickets, claims that are highly dubious.

Most people might think that purchasing a return ticket and buying two single tickets are the same, but there are a few differences. First, if a journey is longer than 601 km, there is a 10% discount ("往復割引", often abbreviated as "復割") for a return ticket. For example, the single fare for a 601 km journey is 9,790 yen, so purchasing two single tickets costs 19,580 yen. However, when the return discount is applied, the price is down to 17,620 yen. The discount is even greater for longer journeys, which travellers have long benefitted from. When the return ticket is discontinued, the discount will also be abolished.

Secondly, a return ticket can be refunded easily in case of major disruptions caused by natural disasters, while it could be difficult for single tickets. What if, for example, one plans to travel from Tokyo to Osaka and go back on the next day, and a train is cancelled on the first day due to a typhoon? In case of a return ticket, they can ask for a full refund even if the train services resume on the second day. However, when it comes to two single tickets, they can only get a full refund for the first ticket, while the second ticket is not eligible for it. Buying tickets separately (purchasing each ticket just before getting on a train) would work well, but given that JR companies urge people to purchase tickets in advance, and ticket offices are always extremely crowded, it is not a sensible idea.

Thirdly, it will be difficult to apply other discounts, such as student discount (20% discount on standard fare tickets, often abbreviated as "学割") or Zipangu Club discount (20-30% discount on both standard fare tickets and limited express tickets, eligible for elderly people). These discounts require a special application form, but it is not unlimited. For example, universities usually issue up to 10-20 forms per year. Students submit one for a return ticket, but after March 2026, they will have to use two forms for a trip.

Scheme changes behind the fare increase

There are a few changes of fare schemes that are not necessarily well-known. First, two fare schemes in Tokyo, namely "電車特定区間 (lit. specific train zone)" and "東京山手線内(lit. Yamanote Line zone)", will be abolished. They were introduced by Japanese National Railways in 1984, cheaper than fares of other "main lines (幹線)" as there has been competition with private railways. After March 2026, commuter lines in Greater Tokyo, Chiba, Ibaraki, Kanagawa and Saitama Prefectures will be classified as "main lines", resulting in a significant fare increase of up to 16.4%.

Furthermore, most of special fares for specific sections, which have been applied for highly competitive routes, will also be abolished. Some commuters might consider shifting from JR East to its rivals. For example, the table below shows the comparison between JR and Tokyo Metro.

	JR East   before Mar 2026	JR East   (after Mar 2026)	Tokyo Metro
Tokyo - Shinjuku	210 yen (15 mins)	260 yen (15 mins)	210 yen (18 mins)
Shibuya - Ueno	210 yen (32 mins)	260 yen (32 mins)	210 yen (27 mins)

The changes might not look huge, but the difference will be greater when it comes to season tickets. If Tokyo Metro keeps the fares at the present level, Marunouchi Line is likely to be affected the most and get more crowded than today, as it is parallel to Chuo and Yamanote Lines.

Another noticeable change comes to any standard fare tickets that include Tokaido Main Line between Tokyo and Atami. Tokaido Main Line and Tokaido Shinkansen are technically treated as the same line, and thus passengers are free to choose either one.

After March 2026, the basic fare for any ticket including Tokyo, Shinagawa, Yokohama (or Shin-Yokohama), Odawara or Atami stations have to choose which route to go. While long-distance travellers are not likely to be affected, those going to or from eastern Shizuoka Prefecture or western Kanagawa Prefecture should be careful.

Furthermore, a person who misses Limited Express Sunrise Seto or Sunrise Izumo at Tokyo station and wishes to take Shinkansen and catch the night train at Shizuoka station, will have to purchase another standard fare ticket. A stark reminder of the importance of giving oneself extra time (though this is applicable to very few people).

Standard Compartment

Compartment seating was once commonly used for train travels. In the early days of railway history, compartment coaches were used even for short-distance trains on London Underground. Compartment coaches are rare in the United Kingdom these days except a few special trains, but they are widely used in the Continent even today.

Many long-distance trains in Japan including bullet trains once had compartments as well, but they have mostly disappeared. In Japan, compartments are mainly used only by one group or family of three to six, but the demand for them declined after the 1960s as large-group trips became out of date. Today, more than 99% of regular trains are open-coach, and just a handful of limited express services have compartments.

Special fares are applied in most cases, but there are a few exceptions. This article focuses on two train types on JR network that have standard-class compartments.

700 series bullet train has four compartments in coach 8. Compartments on bullet trains were mostly Green Car (first class) until 2004, but the ones on the 700 series are standard class. Each compartment is for three or four passengers, so an individual or a group of two cannot make a reservation. Furthermore, the compartments are available on just a few services listed below, making it difficult to enjoy a trip.

• Westbound
• Kodama 847, Shin-Osaka (10:37) ⇒ Hakata (14:51)
• Kodama 865, Shin-Osaka (18:37) ⇒ Hakata (22:51)
• Eastbound
• Hikari 590, Shin-Shimonoseki (6:11) ⇒ Okayama (8:23)
• Kodama 840, Hakata (6:21) ⇒ Shin-Osaka (10:25)
• Kodama 856, Hakata (13:51) ⇒ Shin-Osaka (18:25)
• Kodama 860, Hakata (15:54) ⇒ Shin-Osaka (20:25)
• Kodama 866, Hakata (17:55) ⇒ Shin-Osaka (22:12)

However, when the 700 series runs Hakata-Minami Line, compartments are generally left open, which might sound an alternative option, though it is not always valuable for outsiders as Hakata-Minami station is not a place for tourists.

Another option is 373 series. It is not well known that this short and old limited express train actually has compartments. They are available on Limited Express Fujikawa (Shizuoka – Kofu) and Inaji (Toyohashi – Iida), Homeliner services that run either between Numazu and Shizuoka or Shizuoka and Hamamatsu, and a few stopping services on Iida and Tokaido Main Lines. Those on limited express and Homeliner services require seat reservation. Note that the compartments are not for sale on internet, so you have to go to a ticket office and tell staff that you would like to book a compartment.

Compartment seating is generally more expensive than ordinary seating on a limited express service but these two are reasonable as they do not charge extra fares. Those who wish to make a trip with more than three people are recommended to consider booking one…even though none of them are necessarily useful for tourists.

The Red List of Trains in Japan (Apr-2025 update)

The Red List of Trains in Japan has been updated with four new articles, namely:

• JR Hokkaido 737 series
• JR Hokkaido H100 series
• JR Kyushu KiHa 72 series
• JR Kyushu 2R series

Other articles are up to date as usual. You may find quite a few changes as annual timetable revision took place last month. Furthermore, I also added a few new photos to some articles. I hope they are useful!

The unsuccessful "new" trains on Nambu Line

Nambu Line is one of the most overcrowded railways in the Greater Tokyo Area, but its branch lines are not well known. So-called Hama-Kawasaki branch line is a commuter rail line between Shitte and Hama-Kawasaki, which is just 4.1 km (2.5 miles) long with five stations in total. The line is in an industrial area so that there are many passengers during rush hours but very few at off-peak times.

The branch line has been served by two-carriage trains, which look like a rural railway. In 2023, JR East introduced "new trains" called E127 series, which were in fact reallocated from Niigata Prefecture. However, they were mostly inactive in 2024 due to "unreliablity" that the company refuses to explain in detail, and thus 35-year-old 205 series trains were reinstated.

At the end of 2024, a trade union referred to the reason why the E127 series trains were temporarily removed from service. The document suggests that train drivers filed a complaint about insufficient air-conditioning especially in a cab. It might have been less of an issue when the E127 series trains were running in Niigata Prefecture where people have to care more about heavy snow than scorching temperature, but it seems to have become a nightmare in Kawasaki and Yokohama cities.

The 205 series trains have remained longer than planned as stopgaps, though two out of three units were sent for scrap in mid-December 2024. This means that there is no choice but to use the E127 series in summer no matter how hot the trains are.

According to the trade union, there is currently no plan of introducing E131 series or any other newer trains to the line. Thus, the only possible solution is installing more powerful air-conditioner or fans on the E127 series trains. Otherwise, the immense heatwave will make drivers ill and thus it would end up with service reduction caused by a shortage of train crew.

JR East: platform edge doors in Tokyo

On Monday 3 March, JR East published the latest plan to install platform edge doors in Tokyo. JR East endeavors to introduce the doors to most stations of major railways in Tokyo area by around March 2032, but somehow a few major stations seem to have been omitted from the list.

The company has been installing the platform edge doors to stations of commuter railways in the Greater Tokyo Area since 2010, resulted in fewer "a person being hit by a train" cases than before. The doors cannot prevent people from committing suicide, but given that most of the cases are caused by blind people (mostly not their fault), intoxicated people (mostly their fault) or those who have concentrated too much on their phone (clearly their fault), the project have paid off.

The document published by JR East contains tables of stations where the platform edge doors will be installed by March 2029. There are two lines that most people are not familiar with, Yamanote Freight Line and Tohoku Freight Line, both of which are now commonly known as Shonan-Shinjuku Line.

It is worth noting that not just commuter railways but also suburban railways are on the list, namely Utsunomiya, Takasaki, Sobu Rapid and Yokosuka Lines as well as Shonan-Shinjuku Line. Since number of doors and their positions are different in some cases (especially when it comes to limited express services), it is not easy to install the platform edge doors to suburban railway stations, but JR East has decided to carry out the work.

Many stations of Chuo Rapid Line are also on the list, as no station on the line has platform edge doors so far. Since all commuter train units will be rearranged from 10 to 12 coaches with two Green Cars (first class coaches) by next week, there will be no obstacle to introduce the platform edge doors. Chuo Rapid Line has been notorious for having too many train disruptions caused by "a person being hit by a train" for more than 50 years, but the number of cases is expected to dramatically decline within a few years.

However, the list does not cover all busy stations in Tokyo. For example, there is no plan so far on Keiyo and Musashino Lines. Given that not even a single station thereof is on the list by 2029, it is hard to believe that the company will do so by 2032.

It might also have affected other lines, especially some Chuo Rapid Line. Kunitachi, Tachikawa, Hino, Toyoda and Hachioji stations are not on the list probably because there are up to four Musashino a day, direct services connecting Hachioji and Omiya via Chuo Rapid and Musashino Lines. Tachikawa is the third busiest station on Chuo Rapid Line so that leaving it without the platform edge doors will certainly be a setback for JR East's commitment to safety. No clarification of the issue has not been explained by the company so far.

Soya Russell

Japan is said to have subtropical climate, but northern part of the country has subarctic climate. Hokkaido has been known for the coldest and the snowiest region in Japan. Global warming has caused significantly high temperature across the country in summer, but the heavy snow is still observed in the northern part in winter. Hence, railway companies have special trains to remove snow on tracks. Soya Main Line, a rural railway connecting Asahikawa and Wakkanai, is well known for having them.

There had been several types of such trains, but most of them used today are classified as Russell trains in Japanese. This is the most common and the simplest, which have a large snow plough that clears snow between and by the tracks. The term Russell derives from Russell Car & Snow Plow Company in Pennsylvania, which exported the very first rolling stock for removing snow to Japan in 1911.

There had been many diesel locomotives for dealing with heavy snow until the 2000s, but most of them retired as the amount of snowfall declined in many areas due to the global warming, and snow blowers that are smaller, cheaper and easier to use were developed. Today, Class DE15 is the only active one on the entire JR network.

The Class DE15 was developed by Japanese National Railways. 85 locomotives in total were built in 1967-81 and allocated mostly to the northern region. The Class DE15 can also haul other trains in spring, summer and autumn so that some of them are used as a shunter or for rail tours.

However, its appearance changes in winter. When snowplough units are attached to the locomotive, the Class DE15 looks completely different to its original style. In fact, the snowplough unit consists not only of a plough itself but also a cab and spare lights. The length of the locomotive is 14.15 metres (46 ft 5 in), but it will be up to 30.86 metres (101 ft 3 in) with snowplough units, describing how large the units are.

Drivers can adjust ploughs depending on the amount of snow. The photo above shows how it looks like when there is little snow between tracks. A small side plough is deployed and it scoops up some snow, but spare headlights are not turned on, indicating that just a small amount of snow is expected.

When there is more snow, both side ploughs are deployed and all headlights are turned on. This is Otoineppu village, where annual snowfall is approximately 10 metres (33 ft) and there is often 30 cm (a foot) of snowfall every single day. This is why special locomotives like the Class DE15 is still necessary.

It is hard for railway enthusiasts to catch the Class DE15. First, it mostly runs remote areas where just a handful of train services a day are available. Second, the deep snow makes it extremely difficult to access. Third, it may not run if there is little snow but cannot run if there is too much snow.

To those of you who wish to see the DE15 should be well prepared, as the minimum temperature could go well below -20 degrees Celsius (-4 degrees Fahrenheit) at night with high winds. Unlike snow-clearing trains on other lines, those on Soya Main Line run frequently (almost daily) at the daytime, but note that all of them are still marked as "runs as required", and thus their operation is not 100% guaranteed.

Little Dancer

Little Dancer is a brand of low-floor tram developed by Alna, a manufacturer whose parent company is Hankyu. Trams in Japan are generally known for being old simply because tram business is not profitable, but Little Dancer trams are new, as they have been manufactured since 2001. The brand is popular across the country, as 11 out of 19 tram and light rail operators in Japan have used at least one.

The first Little Dancer, also the very first low-floor tram made in Japan, is Kagoshima Tram 1000 series. People in Kagoshima heavily use the tram network when they go to the city centre, but older trams are small and have a large gap between a tram stop and train floor, which is hard for elderly passengers. The introduction of Little Dancer made them easier to use the tram services, and even wheelchair users are now able to get on and off (except five out of 37 stops due to extremely narrow platforms). Other tram operators in the country followed Kagoshima city.

Some Little Dancer trams in the early days were not always successful because there were still steps inside a tram and thus not fully accessible, and capacity was small so that fewer passengers than older trams could be transported. For example, Iyotetsu 2100 series has been notorious for having very small standing space. As the technology advances, newer types introduced after the late-2000s have been dramatically improved.

Little Dancer is also known for its unique name. The Japanese word "dansa", which is pronounced very similarly to "dancer", means "step". The brand stemmed from a dad joke, as Litttle Dancer also means "little step(s)". It is not surprising given that the manufacturer locates near Osaka, where people thereof have been known for having a great sense of humour.

Nakano Depot Disease

Chuo and Sobu Lines (Local) in Tokyo have been frequently disrupted by sudden drivers' illnesses for nearly four years. Several investigations have been conducted, but the cause remains unknown. In spite of safety prayers by a Shinto clergy, there is no sign of improvement. The so-called "Nakano depot disease" has had negative impacts both on passengers and train crews.

The Chuo and Sobu Lines (Local) is a commuter railway in Tokyo that consists of two lines, Chuo Main Line and Sobu Main Line. They connect Chiba and Mitaka stations, calling at all stations including small ones. They are 60.2 km (37.4 miles) long, and trains formed of ten coaches run every two minutes at peak times.

Tokyo Shimbunreported in 2024 that there have been 40 train disruptions in the past three years as drivers suddenly feeling unwell. Drivers in their 20s to 40s suffered from dizziness, anaemia, drowsiness and stomach aches, resulting in overshooting platforms or partial service suspension lasting 20 to 30 minutes. All of them had no trouble during a daily health check before getting onto a train. There are less than three such cases a year on other lines, but the Chuo and Sobu Lines (Local) apparently have had far more troubles than others.

According to Nippon Cultural Broadcasting, trade unions insisted that the issue were triggered by overworking, but JR East dismissed the claim as no such troubles had been observed on other busy lines such as Yamanote Line. The train operator conducted various investigations including air and water testing at Nakano depot, where drivers and crews gather every day, but no abnormality has been observed. The company even relied on religion, asking a Shinto clergy (kannushi) to pray for safety as well as health, but the situation remains unchanged, as Asahi Shimbun reported.

The government acknowledged the "Nakano depot disease" in response to an enquiry submitted last month by an MP. However, the Ministry of Land, Infrastructure, Transport and Tourism has refused to intervene in the cases at the moment, insisting that JR East should take responsibilities for its employees.

The unreliability of the Chuo and Sobu Lines (Local) is certainly a matter of concern. Trade unions have urged JR East to significantly improve the tight work shifts and replace old facilities with new ones, and the company has accepted some of their demands, but the problem is yet to be solved. Unless the troubles subside, there might be calls for the government to take action. However, it is hard to imagine what measures could the authorities adopt in addition to what the train operator has already done.

When "Shin-Keisei" becomes "Keisei"

Shin-Keisei Electric Railway will be dissolved and merged with Keisei on 1 April 2025. The companies have announced that Shin-Keisei line, connecting Matsudo and Tsudanuma stations in Chiba Prefecture, will be renamed Keisei Matsudo line on the same day. This article summarises relevant documents published by those two companies and describe what will happen in less than less than three months.

The Shin-Keisei line opened in 1947, reusing facilities of the Railway and Shipping Section of the Imperial Japanese Army. Since the line was initially constructed as part of a military exercise, the route is winding. In fact, the railway is 26.5 km (16.5 miles) long while it is less than 16 km (10 miles) as the crow flies. The entire train journey takes 42 minutes while driving a car takes around 30 minutes (even without using a motorway, but when there is no heavy traffic jam). As the name suggests, Shin-Keisei has been part of the Keisei group for decades though Shin-Keisei had not been Keisei's subsidiary until 2022.

According to a document, Keisei's board of directors officially decided in October 2023 to take Shin-Keisei and relevant subsidiaries over to make their businesses more efficient, and it was approved by the authorities in June 2024.

Passengers are likely to find a few changes. As mentioned above, the railway will be rebranded. Station numbers will be changed from SL01 (Matsudo) - SL24 (Keisei-Tsudanuma) to KS66 (Shin-Tsudanuma) - KS88 (Matsudo). Note that not only will alphabets be changed but also the order of the number will be reversed.

Timetables will be mostly unchanged including through-services to and from Keisei Chiba line. Fares will also remain unchanged, meaning that those using both Shin-Keisei and Keisei lines at the same time might feel it expensive (as always).

The other good news is that trains will gradually be repainted red and blue like other Keisei trains. Shin-Keisei has been notorious for painting its trains obnoxiously vivid, but probably a few daily users will one day miss the pink trains.

New Year Greetings 2025

The year 2025 has begun. I wish all of you lots of luck and happiness. As the new year began, I would like to write a few things about this blog, my website and social media accounts.

About this blog

I keep posting a new article every other week as I did last year. A new article will be uploaded on the second and fourth Saturdays every month. However, it might be difficult to do so later this year as I get busier, in which case I will notify everyone on social media platforms listed further below.

About the website

The Red List of Trains in Japan will be updated every 3-4 months. There is no plan of adding lots of new articles, but I will keep them up to date as much as possible.

About social media

As I have reiterated last year (including the "resolution" on 1 October 2024), I have got ridden of X (former Twitter) and all accounts have now been terminated. I use three social media platforms as follows:

• networker_365@famichiki.jp (Mastodon)
• @networker-365.bsky.social (Bluesky)
• @networker_365 (Threads)

"x years ago today", a series of posts with a train photo I upload at 8:30 pm every Thursday (Japan Time), will be available on these three platforms. I also welcome any questions or replies related to railways in Japan or any other topics.