A long ticket that ticket barriers cannot accept

This is a ticket I recently purchased at a JR station. It is a simple standard single fare ticket from Kozukue to Okayama, but looks disproportionately long…not just the distance but also the size of the ticket.

They are three tickets that JR companies issue at stations. The first one is for a short journey, the most common one. The second and the third ones are so-called MARS tickets, which are issued for a longer trip as well as for limited express services including Shinkansen high-speed trains. MARS stands for Magnetic electronic Automatic seat Reservation System (previously Multi Access Reservation System), a train reservation system used by JR group and relevant travel agencies.

Generally speaking, a MARS ticket is 85 mm (3.35 inches) long just like a credit card, but the larger one is 120 mm (4.72 inches) long. In my case, the route was so complicated and long that it was issued as the 120-mm one. In fact, staff added two more routes by handwriting as the computer dropped a few letters.

My journey was from Kozukue station in Yokohama city to Okayama station, but its route was complicated. I went to Tachikawa and got out of a ticket barrier for a few hours, and went back to Yokohama. Three days later, I resumed my trip towards west, went out of a ticket barrier at Okayama station to grab some food and headed to Tsuyama where my grandmother lives. Then, I visited Niimi for sightseeing and finished the journey at Okayama.

According to JR regulations, any route can be chosen unless a holder passes the same station twice. This rule looks simple but it actually is not in major cities like Tokyo. For example, part of Keihin-Tohoku and Yokosuka lines are treated as the same as Tokaido Main line. There are also complicated rules on Shonan-Shinjuku line that often result in route duplication (technically void route). On the other hand, a passenger going from Kawasaki (Tokaido line) or Shin-Kawasaki (Yokosuka line) to Kikuna or further north on Yokohama line can enjoy an exemption despite technically being between Higashi-Kanagawa and Yokohama twice.

The table above has been simplified to make it easy to understand (though still complicated). Fare calculation is generally based on actual distance, but JR group has another complicated rules. First, high-speed railways have been regarded as the same as "Main Line" railways that lie parallel to. For example, Tokaido Shinkansen uses the same distance as Tokaido Main line despite bullet trains actually run a shorter route. Second, a different fare scheme has been applied to some rural railways (namely Tsuyama and Kishin lines here). Hence, each train journeys have been converted to longer figures than actual distances.

Even so, this annoyingly long ticket is cheaper than splitting the whole journey. Had I bought tickets separately, it would have been a few thousand yen more expensive than that.

A symbol on the bottom-right of the ticket shows that automatic ticket barriers cannot be used so that I had to ask a station staff for getting in and out every time.

The 120 mm ticket is rare, but there are a few other cases. Some special discount tickets such as Seishun 18 Ticket are as such. Room tickets of sleeper trains (namely Sunrise Izumo and Sunrise Seto) are also long. Furthermore, very few tickets that cover both JR and private railway lines are 120 mm, but they are extremely rare in these days.

Looking back this year (2023)

Christmas has not even arrived yet, and there is still more than a week before the year 2023 ends. Nevertheless, I would like to look back this year with my four favourite photos I took.

Spring

Kotoden 1300 series running between Takata and Ikenobe stations on Kotoden Nagao Line, Kagawa Prefecture. This rolling stock was originally designed and used by Keikyu so that a group of enthusiasts restored it to the original livery in the previous year.

Summer

Keikyu N1000 series (variant 1800) approaching Rokugodote station on Keikyu Main Line. It was the first time for the 1800 subseries to run for a regular passenger train whilst having gangway connection equipment in the middle of its front end. Such a feature itself is extremely rare these days.

Autumn

Jomo 100 series, the oldest operational train in Japan (excluding trams) ran on the entire Jomo Line. This train was built in 1928 and it is sometimes used for rail tours in Gunma Prefecture, 60 miles north of Tokyo.

Winter

JNR 381 series running between Kurosaka and Neu stations on Hakubi Line, Tottori Prefecture. It is the only train with the iconic "National Railways Limited Express Livery". JR West plans to withdraw all 381 series trains by June 2024.

So, this is the last update of the year. I would like to thank everyone who visited my blog this year. The next article will be published on the New Year's Day. Also check other photos I took this year on my Japanese blog.

The Red List of Trains in Japan (Dec-2023 update)

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

• JR West KiHa 126 series
• JR Kyushu KiHa 200 series
• 800 series bullet train
• Jomo Electric Railway 100 series

This update contains more significant feature: lager fonts for smartphone version. I have been struggling with small letters on my smartphone screen but it took months to redress the issue. Now the website is easier for smartphone users to read (hopefully) with no major trouble

The Red List of Trains in Japan (Oct-2023 update)

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

• JNR 50 series
• JR West 207 series
• JR West 321 series
• JR East GV-E400 series
• JGR Class 8620
• Tobu N100 series SPACIA X

Moreover, some new articles have been up to date, such as 211 series in Nagoya and Tokyu 9000 series in Tokyo.

Fare Rises and Fare Reductions

On Wednesday 10 May, Keikyu published a detailed document about fare rises that take effect on 1 October. The company announced last month that fares would be raised by 10.8% on average, though long-distance tickets (over 41 km) would be cheaper than today and season ticket prices for students remained unchanged. Keikyu raises fares for the first time in 28 years (except tax hikes), but the company strives to strike a fair balance between tackling inflation and providing reasonable deals for children.

In addition, the company decided to dramatically cut the child rate fares to 75 yen regardless of distance. This price is the minimum child fare, and it will be applied to the entire Keikyu lines except tickets to and from Haneda Airport, which cost 25 more yen (i.e. 100 yen in total). Note that a registered Suica or PASMO card is required.

Single Fares for Children

	Current Price	New Price
Shinagawa - Yokohama	¥151	¥75
Yokohama - Yokosuka-chuo	¥183	¥75
Yokohama - Jimmuji	¥157	¥75
Sengakuji - Misakiguchi	¥471	¥75

A similar scheme has already been adopted by Odakyu since March 2022, whose child rate fares have been fixed to 50 yen. According to NHK, the company estimated that the fare reduction would lead to income loss of 200 million yen a year, equivalent to 1.65% of Odakyu Group's total profit in the financial year 2022. The company reported that 50% more children used trains than before the reduction, though it must be borne in mind that COVID-19 discouraged children from going out in the previous year.

An employee of Odakyu's planning and development department told NHK that the company envisaged that the fare reduction would encourage families to use trains more even amid the gradual population decline. Parents with small children tend to use a car at weekend, but the new fare scheme seems to have been successful. Not only the company but local governments and business owners have implemented measures to increase the number of visitors.

It is clear that both Keikyu and Odakyu hope that young families settle in the area where the railways serve, so that not only parents but also children will be their long-term customers even after they grow up. Major private railways in Japan do not just have trains but also bus networks, estate agents, department stores and supermarkets. In short, they deal in everything that is necessary for daily life, constituting the whole community. The fare reduction may contribute to those businesses for years or even decades to come.

There are more indirect positive effects. As parents use trains instead of cars, traffic jams and air pollutions will be slightly improved and it will cut carbon emissions. Children of low-income households may be able to go out more frequently than they do today. The railway companies might not have intended to contribute to local and global issues in such ways, but nevertheless the new fare schemes have a potential for new developments even with the ageing society.

As two of eight major private railways in the Greater Tokyo Area reduced the fares for children, other train operators are likely to adopt similar policies within years to compete with Keikyu and Odakyu.

How about railway companies outside Tokyo? Semboku Rapid Railway, a small railway in southern Osaka Prefecture, will fix child fares to 50 yen in October. Since Semboku's reduced fares will not be applied to through-services towards Namba via Nankai lines, children cannot go to the heart of Osaka by 50 yen, but its impact should not be underestimated.

The Red List of Trains in Japan (Mar-2023 update)

The Red List of Trains in Japan has been updated with 8 new articles. More importantly, many existing articles have the latest information reflecting the annual timetable revision that took place on Saturday 18th March. For instance:

In Hokkaido, KiHa 283 series has been reinstated as Limited Express Okhotsk and Taisetsu, replacing KiHa 183 series of Japanese National Railways;

JR East 651 series, once known as Super Hitachi and until recently used for Limited Express Akagi and Kusatsu, retired;

JR Central KiHa 85 series was withdrawn from Limited Express Hida;

And the biggest railway project in a decade, Sotetsu and Tokyu Shin-Yokohama Lines finally opened and the new through-services to and from Tokyo were launched.

In addition, there were many more minor changes on train allocation and future prospects of certain trains.

Finally, the new eight articles are as follows:

• Hankai Mo 161 series
• Hankai Mo 351 series
• Hankai Mo 501 series
• Hankai Mo 601 series
• Hankai Mo 701 series
• Hankai 1001 series Sakai Tram
• Hankai 1101 series
• Yokohama Subway 4000 series

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.

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.

The Railway in Japan: the 150th Anniversary

On 14th October 1872, the very first railway in Japan opened between Shimbashi and Yokohama, which are now called Shiodome and Sakuragicho, respectively. The railway was supposed to open three days before that, which was 9th September in the lunar calendar, but it was postponed due to a storm. In fact, the line had been in use since 12th June but it was a provisional service, so 14th October is officially set as the birthday of the railway in Japan.

There are several memorials and heritage of the very first railway even today, and this article shows some notable examples that can be found in Tokyo and surrounding prefectures.

Japanese railways in the early days were dependent on the British Empire. One of the most influential person was Edmund Morel (1840-71), a young civil engineer. After graduating King's College London, he engaged in railway construction in the British colonies including Australia, New Zealand and North Borneo. He came to Japan in 1870 with his wife, and he arranged the plan that contributed to saving money (especially foreign reserves) and encouraging domestic industrialisation. He died of tuberculosis at the age of 30, a year before the railway was opened. His grave is located in the Foreigners' Cemetery in Yokohama, and it is designated as a National Railway Memorial.

This is a monument near Sakuragicho station, which was called Yokohama station at that time. Sakuragicho station is about a mile away from the current Yokohama station, but Sakuragicho is actually closer to the port and thus the then city centre. The monument is about a three-minute-walk from Sakuragicho station, but it is not necessarily easy to figure out.

The monument is nearly triangular-prism-shaped, and each side has an illustration of the then-Yokohama station, the first timetable and inscription, respectively.

The English inscription reads:
"The first railway in Japan was opened to traffic here May 7, 1872 (lunar calendar). It operated between the Yokohama Station located on this spot and the Shinagawa Station in Tokyo. The far-sighted endeavour of the men who developed this railway typified the spirit of their times. May their tradition continue to inspire future generations."

As noted above, the first railway was imported from the United Kingdom, and probably that is why the inscription is based on British English, while most English documents in Japan are American one.

Neither station buildings remain today. The original buildings of both stations were destroyed by the Great Kanto Earthquake in 1923, but JR East reconstructed the Shimbashi station building in 2003, and it is now a small museum called Former Shimbashi Station. The building itself is less than 20 years old, but its design is based on what was used to be. The ruins of platform can be observed in the museum, though no photograph is allowed inside the building.

There is also a small monument behind the museum, consisted of a platform and tracks. They are obviously not original ones, but they tell us that the very first train departed towards Yokohama exactly at this position. The museum is less than a ten-minute walk from Shimbashi station of today.

The very first locomotive in Japan still exists. It was built in 1871 by Vulcan Foundry, a company in Merseyside (defunct in 1962). The locomotive was initially called "the first locomotive" and renumbered to Class 150 in 1909. The locomotive was used on the line for eight years, then reallocated to Kobe, Nagoya and later Osaka. It was resold in 1911 to Shimabara Railway in Nagasaki Prefecture, where the loco was operational until 1930.

The locomotive had been preserved at Transport Museum in Tokyo since 1936. It was designated as a National Railway Memorial in 1958 and as an Important Cultural Property in 1997. It has been preserved at Railway Museum in Saitama since 2007, and now exhibited near the entrance.

Furthermore, there is another locomotive at a shopping centre CIAL Sakuragicho. This one was built in 1871 by Yorkshire Engine Company (defunct in 1965), and initially called "the tenth locomotive", which was renumbered to Class 110 in 1909. However, Frederick Collier Christy (a locomotive superintendent) soon reported it to Richard Vicars Boyle (an engineer-in-chief) that the No.10 loco was poorly constructed and thus very unreliable. The locomotive was used between Shimbashi and Yokohama for the first eight years, and transferred to Kobe with the No. 1 locomotive, then reallocated to various places including Hokkaido, Nagoya and Toyama. The loco was withdrawn in 1924.

This locomotive had been preserved at Omiya Maintenance Depot until 1962, and moved to Ome Railway Park in the west of Tokyo. As its condition deteriorated, JR East dramatically repaired and restored it to the original style, and installed at its original workplace in 2020.

The above-mentioned memorials are mostly easy to access for tourists. Those visiting Tokyo and Yokohama might be so busy to look around the cities that they have no time to see railway heritage, but they are worth visiting if you like Japanese railways. Most places are open every day and free of charge, but the Railway Museum in Saitama is obviously not. The Foreigners' Cemetery in Yokohama is open on certain Saturdays, Sundays and holidays only, so it is advised to check the calendar online in advance.

Silent Retirement

A farewell sticker of Keikyu 2000 series

Railway enthusiasts in Japan have been accused for years of frequently being overexcitable (see also HERE). When overexcited people gather at a small place, things often go spectacularly wrong. As railway operators are fed up with troubles, some of which caused service disruptions, the companies have been taking measures against trainspotters. One of them is NOT having any farewell event when a train is withdrawn. Before the late-2010s, farewell stickers or signboards were often installed on a train when its retirement was imminent, but such a custom seems to have been dwindling.

To prevent stations and nearby streets from getting overcrowded by enthusiasts, the railway operators have stopped disclosing schedules of train retirement. No special decoration nor exact date of the last service contributed to slightly less enthusiasts and troubles. This is what some geeks call "silent retirement". The companies seems to have found that such measures worked very well especially amid social distancing instructions.

JNR 103 series on Nara Line

Several old trains have retired without any official announcement this year as well. For example, 103 series on Nara Line retired in March, but JR West had never mentioned to it until the very end. 205 series on Sagami Line retired in February, and JR East annouced a year before that introducing new trains would be completed by Spring 2022, but very few people could have predicted that the old trains might retire so early. In April, Tokyo Metro took all 7000 series out from Fukutoshin and Yurakucho Lines with no information in advance. According to Toyo Keizai, 5300 series on Toei Asakusa Line is also going to follow the trend.

JNR 415 series on Kagoshima Main Line

However, when old trains are gradually replaced with newer ones, it is not difficult for enthusiasts to predict when they will be withdrawn. This is probably why JR Kyushu took a radical approach when they revised timetables on 23 September 2022.

On a day before that, JR Kyushu withdrew all 415 series (so-called "the white train") at once. There were nearly 20 active units, and there was no information about the withdrawal until a day before the retirement, i.e. 21 September. There were some rumours and speculations about the demise, but not many enthusiasts imagined that as many as 20 units would leave the mainline at the same time. No trouble has been reported so far, and thus JR Kyushu's surprise has been successful.

Raiway companies especially those in major cities are highly likely to continue adopting the "silent retirement" strategy. Therefore, each one of us should be aware at all times that keeping ourselves up-to-date is essential. You can rely on The Red List of Trains in Japan but it is not 100% perfect, so best be well prepared by yourself if possible.

The Queen and Trains in Japan

The demise of the Queen Elizabeth II was a shock in Japan as well, as TVs and newspapers organised special report about her devotion to duties that lasted for more than 70 years. Since the Imperial Family has had a special relationship with the Royal Family since 1869 (with an interruption caused by the Second World War), not a few Japanese people know her and interested in the Royal Family.

Her Majesty has been to Japan in 1975 with Duke of Edinburgh, and she was the very first British monarch to visit the country. During her six-day visit, she got on some trains including Shinkansen high-speed train.

On 10th May, when the Queen was supposed to go from Tokyo to Osaka, then-Transport Minister deeply apologised that she could not use a bullet train due to industrial action, and she had to be on an aeroplane instead. The Queen reportedly said with a smile that she was used to strikes so that there was no need to worry.

Two days later, she could get on a bullet train from Nagoya to Tokyo. The Queen expected that the journey would be as punctual as a clock. With profound regret, the train left Nagoya station with a two-minute delay due to heavy rain, but a well-experienced driver successfully made it. The train arrived at Tokyo station on time. JR Central later quoted her phrase in its advertisement in 1994, "as punctual as a a clock".

She enjoyed the journey on Shinkansen, the then fastest train in the world. NHK uploaded a video taken at that time. A year later, British Rail launched High Speed Train, whose maximum speed was almost equivalent to the Shinkansen.

近鉄特急に乗車したエリザベス女王　運転士への心こもった贈り物とは https://t.co/5KXvgpjmQo

英国のエリザベス女王は、1975年に初めて来日した際、近鉄特急を利用しました。当時の記録によると、運転士らへのこまやかな心遣いがうかがえます。 運転士への贈り物とは何だったのでしょうか。 pic.twitter.com/wviueOB3gt

— 朝日新聞デジタル (@asahicom) September 9, 2022

On 11th and 12th May, she also used Kintetsu to visit Ise Grand Shrine, the holiest and the most important religious site in Japan. The train was Kintetsu 12200 series New Snack Car, which was the newest rolling stock at that time. The Queen gave drivers a "decent present" with words of gratitude.

The 12200 series was operational until 2021. The carriage which the Queen and Prince Philip boarded still remains on the mainline, and it was converted to a sightseeing train Aoniyoshi and re-entered service in 2022. Though the company has not used her name for advertisement, a few local newspapers reported about it earlier this year.

The Queen visited Japan only once, but as a Japanese citizen, I hope that she and her husband enjoyed our country. There are mixed views about the Royal Family, but whatsoever the opinion is, her devotion to duties for over 70 years, which no one could discharge instead of her, should not be underestimated.

Rest in peace, your Majesty.