A major incident on the high-speed rail in Japan

新幹線は、上野～大宮駅間の電力設備故障により、東北新幹線東京～仙台駅間、上越新幹線東京～高崎駅間、北陸新幹線東京～高崎駅間の上下線で本日全ての列車の運転を取りやめます。なお、その他の区間では大幅に本数を減らして運転しています。

— JR東日本【新幹線】運行情報 (公式) (@JRE_Super_Exp) January 23, 2024

At around 10 am on Tuesday 23 January, a damage to overhead wires have been detected between Omiya and Ueno stations (near Kita-Yono station on Saikyo line). According to Nikkei, loose electric wires damaged a train to Tokyo. JR East announced that there would be no service on Tohoku Shinkansen (between Tokyo and Sendai), Joetsu and Hokuriku Shinkansen (between Tokyo and Takasaki) today with severe delays on the rest of the network.

What is worse, it is reported that two staff have been sent to hospital as they got a shock and were in flames. One of them is seriously injured while the other suffers from minor injuries. It indicates that power had not been cut during the work, which could be a material breach of safety procedures.

Japanese railway has been hailed everywhere as the safest and the most reliable in the world, but JR East has been accused of ill-management with lack of will to observe safety requirements. As Toyo Keizai reported, there have been many cases which could have been deadly accidents since the 2010s, including a major fire at a substation that halted Takasaki line for three days, a pole collapsing on Yamanote line and a Keihin-Tohoku line train colliding with a maintenance vehicle at Kawasaki station. In all cases, the Transportation Bureau (a part of the Ministry of Land, Infrastructure, Transport and Tourism) concluded that those incidents would not have happened if JR East had exercised normal precautions. Nevertheless, the company has not taken appropriate measures so that it has failed to prevent similar cases. Last year, the Transportation Bureau issued a warning concerning an accident near Ofuna station in which passengers and crew were injured after a train collided with poles. The document starts with "In spite of repeated warnings concerning safety and reliability, the Bureau profoundly regrets that…", which clearly indicates that the authorities have been frustrated with a negligent attitude of the train operator.

Nevertheless, it was revealed that the company is incapable of reviewing safety as managers and executive members seem to be more interested in other businesses than railway. Bunshun reported earlier this year that Yoichi Kise, the vice president of JR East, forced his subordinates to have excessive amount of Shaoxing wine (traditional Chinese wine), ending up in alcohol poisoning which required ambulance service to intervene. It seems that they cannot secure safety even in their "private" life.

Trains in Japan are generally safe, probably one of the safest in the world. There have been no fatal high-speed train accidents involving operation of the trains since its history began in 1964. However, JR East now lacks the capability to keep its staff safe, and this incident is a stark warning to the future of the company. Unless every member of the company recognises the seriousness of the case and take any necessary measures, passengers will surely be in grave danger.

2024 Timetable Changes on JR Network

JR companies published details about timetable revision on Saturday 16th March 2024. Unlike the past three years, several lines will provide more services than before, indicating the end of train reduction caused by COVID-19 pandemic. The revision usually takes place once a year, and what happens next time?

Reservation Scheme

Before looking into each company, it is important to note about limited express trains. After the timetable change, limited express services listed below will have reserved seats only.

Hokkaido:	Hokuto, Ozora, Suzuran, Tokachi
East:	Sazanami, Shiosai, Wakashio
Central:	Shirasagi
West:	Thunderbird, Super Hakuto
	Super Inaba, Yakumo

According to the companies, introducing the all-reserved scheme will be fair for all passengers as they no longer have to wait for hours at platform to have a seat. Moreover, reserved-seat tickets are a little more expensive than non-reserved tickets so that the companies can expect more revenue. Furthermore, conductors will no longer have to carry out ticket inspection for all passengers onboard, but just have to check a tablet and only ask those sitting on a unreserved seat for ticket.

JR Hokkaido

JR Hokkaido has been declining for years because of financial difficulties, but there is good news. As ridership increased (thanks to foreign travellers), more Rapid Airport services will be provided. There are going to be six trains per hour instead of five between New Chitose Airport and Sapporo at daytime, one of which will be "Special Rapid" calling fewer stations than before (Sapporo, Shin-Sapporo, Mimani-Chitose and the Airport).

On the other hand, five stations on rural lines such as Soya Main Line will be closed. Furthermore, Nemuro Main Line between Furano and Shintoku, most of which has been closed since 2016 due to a devastating typhoon, will be permanently closed on 31st March. The company has been downsizing its network in scarcely populated areas including stations with less than a single user per week. This trend is, as everyone anticipated, continues.

JR East

A brand new E8 series bullet train enters into Yamagata Shinkansen service, replacing E3 series. The new E8 series can run at up to 300 km/h (187 mph), but its maximum speed will be restricted to 275 km/h (171 mph) until all E3 series retire in 2025 or 2026.

Furthermore, ten Yamabiko services on Tohoku Shinkansen at the daytime, which have been reduced since the pandemic began, will be reinstated.

Some E259 series will be reallocated to Limited Express Shiosai (Tokyo – Choshi), replacing all 255 series trains. The Narita Express trains have been repainted since earlier this year, suggesting that they will also be used for other trains.

205 series on Tsurumi Line retires. The commuter train introduced by Japanese National Railways is due to be superseded by brand new E131 series from Christmas Eve, and all old trains will be withdrawn by 16 March.

JR Central

All smoking rooms on Tokaido Shinkansen trains will be closed. Drinking water bottles will be stored in the room and will be provided in case of emergency.

In other news, all services on Chuo Main Line between Nagoya and Nakatsugawa (except Limited Expres Shinano) will be provided by brand new 315 series trains, with maximum speed being raised from 110 to 130 km/h (81 mph).

JR West

Hokuriku Shinkansen, one of the high-speed rails in Japan, will be extended from Kanazawa to Tsuruga in Fukui Prefecture. The fastest service between Tokyo and Tsuruga will take 3 hours and 8 minutes, 50 minutes shorter than the current timetables. 14 services run between Tokyo and Tsuruga every day and more during peak seasons.

Limited express services on Hokuriku Main Line will be rearranged as Shinkansen is extended. To put it simply, those trains between Kanazawa and Tsuruga will be replaced with the Hokuriku Shinkansen. Hence, Thunderbird will run between Osaka and Tsuruga, and Shirasagi will run between Nagoya and Tsuruga. Those who travel from Osaka or Nagoya to Kanazawa and vice versa will also benefit from the new high-speed rail in terms of journey time, but not in terms of fares.

681 series is expected to sharply decline as redundant 683 series will be reallocated to Shirasagi.

There will be new Limited Express Raku Raku Yamato between Nara and Shin-Osaka via Kansai Main Line and Osaka Loop Line. It is specifically designed for commuters who want to have a seat. There will be one return journey a day (weekdays only): one for Shin-Osaka in the morning and the other for Nara in the evening. The entire journey takes 66 minutes. The company also extends Limited Express Raku Raku Harima as such services have been successful. Furthermore, seat reservation scheme on Osaka Higashi Line and Yamatoji Line services during rush hours will be expanded.

To ease congestion amid growing number of foreign tourists, there will be more San-in Main Line (Sagano Line) services between Kyoto and Saga-Arashiyama. This line has been infamous for being overcrowded and yet JR West had been reluctant to do something. It seems that the company finally decided to provide more trains.

273 series, the brand new train for Limited Express Yakumo, will enter into service on 6th April (NOT 16 March). 381 series, the 40-year-old iconic train, will retire by June 2024.

JR Shikoku and JR Kyushu

There is no major changes on their timetables, but JR Shikoku will even out schedules of rural lines. For example, regional services on Kotoku Line at the daytime will leave Takamatsu station 42 minutes past the hour. Tokushima Line trains will leave Tokushima station 22 and 52 minutes past the hour. JR companies have long been accused of providing regional trains in rural areas uneven and thus hard to remember, but such improvement will surely be welcomed by local residents.

There is a rumour that 713 series trains in Miyazaki will retire on the day, but JR Kyushu has not mentioned about its fate so far.

---

There have been sad news about railways in Japan in the last three years, but it is good to hear that there are several positive aspects. Note that abovementioned information is merely a summary of documents published by six JR companies. For detail, check official press release as listed below.

• JR Hokkaido
• JR East
• JR Central
• JR West
• JR Shikoku
• JR Kyushu

115 series, a weird suburban train

This is 115 series, a suburban train developed in the early-1960s by Japanese National Railways. It is still common in Okayama, roughly 350 miles west of Tokyo. The 115 series had been used across the country until the late-2010s, but most of them retired. Okayama is one of a few places where old trains are operational even today.

Okayama has been well-known among trainspotters in these days for having iconic trains, and the traditional design usually makes Japanese railway enthusiasts feeling nostalgic...but this 115 series look totally different to the original style. Its front end is frankly ugly and apparently cheap. What on earth is this?

This is so-called G units in Okayama. There are eight two-carriage units in total, and each unit is formed of two coaches: KuMoHa 115 variant 1500 (south/east) and KuMoHa 114 variant 1000 (north/west). The front coach on the south/east side looks normal, as JNR welded a new drivers cab and an intermediate carriage together to make a KuMoHa 115-1500s carriage. The construction took place in 1983-86.

On the other hand, KuMoHa 114-1000s does not look right. It was converted from another intermediate carriage by JR West in 2001. The company pursued the cheapest possible options to make short trains for rural lines consisted of two coaches. Hence, its design is far from what is supposed to be.

JR West had used various odd-looking trains converted from intermediate carriages in other areas until the mid-2010s, but they have already been withdrawn, and the G units in Okayama are the only ones remaining in service.

All G unit carriages were originally built in 1978-82, and so-called 40N Refurbishment has been carried out by JR West. They are compatible with driver-only operation, and now used for services on Ako Line (Banshu-Ako - Okayama), Hakubi Line (entire line), San-in Main Line (as far as Nishi-Izumo) and San-yo Main Line (Seto - Kurashiki via Okayama).

The 40N programme is designed to extend a lifespan of the train to around 40 years. All eight units have already exceeded it, but JR West is likely to use them for a while as they are suitable for unprofitable rural lines, and the company has been reluctant to invest in scarcely populated areas. Even so, a major change to their operation is likely to take place soon following the introduction of brand new 227 series trains.

The full formation list is as follows.
(Left: towards Banshu-Ako, Seto
Right: towards Yonago, Nishi-Izumo)

Unit No.	KuMoHa 115	KuMoHa 114
G-01	1503	1098
G-02	1505	1102
G-03	1508	1117
G-04	1515	1173
G-05	1516	1178
G-06	1517	1194
G-07	1518	1196
G-08	1551	1118

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.

Transit Discount soon to be terminated

On 22 September, JR Hokkaido, JR East, JR Central and JR West announced that Transit Discount (乗継割引, noritsugi waribiki), a 50% discount for limited express tickets, would be discontinued in spring 2024.

Transit Discount is a fare scheme which makes a limited express ticket 50% cheaper than usual when purchased together with a bullet train ticket (conditions apply). It was introduced by Japanese National Railways in 1965, a year after Tokaido Shinkansen opened. Bullet train services have been expensive, so if there had been no such a scheme, passengers going to or from stations which had direct services to and from Tokyo until 1964 would have had to pay disproportionately higher prices than they did before. The rule has been, as always, very complicated.

The Discount is applied when two tickets (a bullet train ticket and a limited express ticket) are purchased at the same time. If one uses a bullet train and then a limited express train, both journeys have to be on the same day (valid for two days in an opposite case). Not all interchange stations were covered: for example, it was not applicable to changing trains at Tokyo, Shinagawa or Ueno stations due to the historical reason described above.

The scheme had also covered express tickets until 2016 when all express trains were withdrawn.

Generally speaking, a passenger has to make a transfer at a station where both trains stop, but there are a few exceptions. A pair of tickets above shows that I could take Express Hamanasu from Aomori with the Discount though a bullet train terminated at Shin-Aomori. In that sense, Aomori and Shin-Aomori were effectively one single station.

The Discount was also applied to a few sleeper trains though a bed fare remained unchanged. This express bed ticket (Hamanasu) was supposed to be 7,560 yen at that time (1,260 yen as the express fare while 6,300 yen for bed). The 50% discount was valid only for the express fare so that the total amount was 6,960 yen (630 + 6,300).

Similarly, a Green Car fare is not subject to the Discount either. In this case, the limited express fare was 50% off (from 2,580 to 1,290 yen) but the first class fare was the same as usual. There was no discount at all for special accommodations such as Green Compartment.

Another exception was that some sleeper limited express trains such as Sunrise Seto were treated like a bullet train until April 2023. I travelled to Tokushima from Tokyo using the sleeper train and changed trains at Takamatsu. Since the Discount was valid on the whole day, I could spend five hours for sightseeing in Takamatsu before getting on the discounted Limited Express Uzushio.

Finally, there is another interesting rule. This is an ordinary fare ticket, but there is a stamp on the top right, which means "transit requested" (乗継請求, noritsugi seikyu). According to regulations, when a passenger asks for the Discount in accordance with the rule but a railway operator cannot issue a second ticket due to certain circumstances, the passenger can purchase it later at another station. Strictly speaking, it is applicable only when the second train is full or there is no device to issue any more ticket (such as onboard ticket machine carried by a conductor), but some JR staffs misunderstand the rule and sometimes stamp a fare ticket like this even when it does not meet criteria.

JR companies had been eager for years to abolish the scheme simply because of financial reasons. According to JRs, it no longer fits for purpose as many passengers (mainly businesspeople) have shifted to e-tickets, but it is evident that they are interested more in potential increase in revenue. JR Kyushu was the first company to terminate the scheme (11 March 2011), while JR Shikoku followed earlier this year (31 March 2023), then JR Central abolishes it on 15 March 2024. Other three companies have not referred to a specific date, but it is likely to be on the same day.

The termination of the Transit Discount is effectively a fare rise. Even though railway companies are struggling with making profit after the COVID-19 pandemic, it surely discourages people to use their services. It may lead to further decline in demand as not a few people would shift to cheaper options such as buses and budget airlines.

At a Construction Site of the New Maglev Station

On Friday 17 June, JR Central opened a "square" in front of Hashimoto station in Sagamihara City (Kanagawa Prefecture). Here, Hashimoto station of Chuo Shinkansen has been constructed since 2019, and the construction site can be seen from this mound. It is called Sagamihara Rinia Hiroba (lit. Sagamihara Maglev Square), but hereinafter referred to as the Mound.

The Chuo Shinkansen is the first maglev rail in Japan and is scheduled to open between Shinagawa (Tokyo) and Nagoya in 2027, though it is highly likely to be deferred for several years mainly due to fierce criticism from the Governor of Shizuoka Prefecture. Trains will run at a speed of up to 505 km/h (314 mph).

The Mound is less than a five-minute walk from Hashimoto station (JR and Keio lines), but it is not easy to find its entrance as there are only few small signboards. The Mound is open for public once or twice a week, presumably for local residents. It is not a well-maintained facility so that infants and physically-challenged people might feel it difficult to walk.

Since the most part of the line will be underground, construction workers have been digging the ground to build the new station. It is not possible to see platforms or tracks, but just shows how deep the station will be. Lorries with literally tonnes of excavated soil were slowly moving every minute.

There is a blueprint of the station in the middle of the site. Those who are well-versed in civil engineering might be interested in it.

The Mound is 1,500 sq metres (1,794 sq yards) big. It will be closed in the near future as the construction goes on. According to a staff I spoke to, no decision has been made yet about this land after the construction completes, but it is likely to be a bus terminal and a roundabout.

Sagamihara Rinia Hiroba opens on Fridays and certain Saturdays from 10 am to 4 pm, and is free of charge with no appointment required. Those who plan to visit should check the official calendar in advance, which is available on JR Central website.

50 years on: a comparison (part 2)...Rural railways

Many rural railways in Japan are on the verge of permanent closure as this blog explained last year. Many people insist that it is because of population decline, and blame that the government has been reluctant to save them. However, it must also be noted that the areas with such unprofitable railways are served by well-maintained roads (often motorways), showing that the government has been doing something.

Many of those rural railways were built before the Second World War. As technology advanced and the public lost trust in Japanese National Railways due to severe industrial action in the 1970s, the government decided to shift to road transportation rather than upgrading all existing railways. Hence, roads in rural areas tend to connect towns and cities shorter than railways, and thus local residents hardly use trains in these days.

Then, have railway operators just watched their ridership declining and done nothing? The timetables of 1973 and 2023 indicate that in some cases not only JR but also so-called "third sector" companies, which succeeded unprofitable railways from JNR or JR, have been making efforts to deal with income loss.

Note that all timetables are weekday version and excluding any seasonal trains (i.e regular services only).

Yamagata Railway

KiHa 58 series, a train once used on Nagai Line

Flower Nagai Line is a 20-mile-long third-sector railway in Yamagata Prefecture, which was a part of JR East Nagai Line until 1988. Have services become more or less frequent in the last 50 years?

Akayu station

2023 timetable	1973 timetable
7:06	5:28
7:44	7:09
8:59	8:30
10:47
12:25	11:55
13:05
14:35
15:57	15:25
17:05	16:47
18:36	18:28
19:52	19:38
20:50

The number of services rose by 50%, though there is no service in the early morning today. But this simple comparison does not tell everything. Akayu station is also served by Ou Main Line services to and from Tokyo. The table below shows when Nagai Line trains arrive at Akayu and when connecting services towards Tokyo depart. All services from Akayu to Tokyo are bullet train Tsubasa in 2023, while those in 1973 were either Limited Express Yamabato or Express Zao for Ueno.

2023 timetable	1973 timetable
6:38→6:49
	6:47→8:09
7:18→8:25	7:56→8:09
8:30→9:26
9:12→9:26	9:22→10:13
11:29→13:27
12:39→13:27	12:13→14:07
14:16→14:27
15:22→15:27	15:09→15:21
16:46→17:28	17:33→17:36
18:15→18:27
19:26→19:56	19:15→N/A
20:38→21:07	20:34→N/A

The table shows that train connection is not always perfect in both 2023 and 1973. I have looked for the opposite direction (Tokyo to Akayu then Nagai Line) as well as transfers to and from Yamagata, but they were not so different. Still, the current Nagai Line is a little more convenient than JNR Nagai Line in 1973, as there are simply more services than the past.

Isumi Railway

Isumi Railway trains

There are several unprofitable railways in the Greater Tokyo Area too. Isumi Railway, formerly called JR East Kihara Line until 1988, is one of them. Isumi Railway had been known for heritage trains until earlier this year.

The table below shows trains arriving at Ohara station and connecting Sotobo Line services towards Chiba and Tokyo. In the table, "r" means Express Nagisa for Ryogoku, "s" means Express Nagisa for Shinjuku, "t" means Limited Express Wakashio for Tokyo, and "*" means Rapid for Tokyo. Other connecting trains are stopping services for Kazusa-Ichinomiya or Chiba.

Ohara station

2023 timetable	1973 timetable
	5:44→5:47
6:19→6:23	6:31→6:33
7:32→ 7:41t	7:16→7:22
	7:39→ 7:55t
8:19→ 8:21t	8:47→9:44
	9:43→9:44
10:11→ 10:49t	10:31→11:07r
11:29→12:13	11:48→ 12:14s
12:52→13:18
13:37→14:20
14:58→15:20	14:07→ 14:48t
16:21→16:32	16:13→16:18*
17:12→ 17:19t	17:24→17:28
18:30→18:34	18:30→18:32
19:20→19:34	19:26→19:34
20:57→21:28	20:45→20:48

It seems that both the rural railway and connecting Sotobo Line trains have become less useful in 50 years. The number of Isumi/Kihara Line services decreased and the connection became inconvenient. It might not be easy for students who live by Isumi Railway and go to school using JR Sotobo Line in these days.

Nagaragawa Railway

KiHa 40 series, a train once used on Etsumi South Line

Nagaragawa Railway in Gifu Prefecture has been encouraging tourists to visit the area by rail in these days. In that case, it might be useful to consider about how it is convenient for tourists from Gifu and Nagoya. The table below shows, unlike the other two railways above, when JR Takayama Main Line trains arrive and connecting trains for the scarcely populated area depart.

The table is complicated. With regard to Takayama Main Line services, G means stopping service from Gifu, and N means Limited Express Hida or Express Norikura from Nagoya. With regard to Etsumi South Line services, "g" means trains for Gujo-hachiman, "h" means Hokuno, "m" means Minoshi, "y" means Yunohoraonsenguchi, "*" means Minoshirotori.

Mino-Ota station

2023 timetable	1973 timetable
6:11G→6:26h	N/A→5:45h
N/A→6:54m	6:18G→6:48g
7:04G→7:20y
7:28G→7:47m
7:56G→8:12*	8:10G→8:18g
8:26N→9:04m	Okumino, 9:37h
9:22N→9:56h
11:28N→11:35h
12:26N→12:54*	12:27G→13:25h
14:17G→14:27g
15:29N→15:34h	15:02N→15:16h
15:53G→16:18y	16:28G→16:48h
16:19G→16:46h
17:27G→17:33h	1737G→17:44*
17:57G→18:02y
N/A→18:25h	Direct service, 18:33h
19:00N→19:05y
19:30G→19:36*	19:55G→20:20*
20:19G→20:34m
21:02N→21:11*
21:53G→21:59m
22:20G→22:28m

Note that there were two direct services from Nagoya or Gifu in 1973: Express Okumino from Nagoya to Hokuno (departing Mino-Ota at 9:37) and a stopping service from Gifu to Hokuno (departing Mino-Ota at 18:33).

It seems that Nagaragawa Railway has achieved a significant improvement even amid the decline in ridership. However, it must be borne in mind that Nagaragawa Railway has been regarded as an alternative to Meitetsu Minomachi Line, a tram line that was permanently closed in 2005. Thus, the overall ridership must have dropped as population declined and local residents have shifted to their own cars. Even so, it is laudable that the company has been focusing on good connection with JR Takayama Main Line.

Kyoto Tango Railway

287 series, which is also used for Limited Express Hashidate

Kyoto Tango Railway, formerly known as Kitakinki Tango Railway, has two lines in northern Kyoto Prefecture. This article focuses only on Miyazu Line since Miyafuku Line was under construction in 1973. Miyazu Line has been served by not only regional stopping services but also intercity trains to and from Kyoto, but it is not easy to compare between 2023 and 1973. The table below shows stopping services from Nishi-Maizuru towards Amanohashidate and Toyooka.

In this table, "a" means trains for Amino, "m" means Mineyama, "tg" means Tango-Yamada, "ty" means Toyooka and "*" means Miyazu.

Nishi-Maizuru station

2023 timetable	1973 timetable
	4:32ty
6:17ty	6:39ty
7:01ty	7:45tg
7:45a
8:42a	8:31ty
9:44t
10:37a	10:10ty
11:37ty
12:37ty	12:30ty
13:37m
14:37ty	14:50ty
15:37ty
16:37ty	16:08ty
17:37ty	17:46ty
18:37ty	18:40tg
19:37ty	19:49*
20:35ty
21:59a	21:29tg
22:33*

It is clear that Kyoto Tango Railway has been making great efforts to provide hourly services except in the early morning and late at night in spite of population decline and a new motorway (Maizuru-Wakasa Expressway) in the area.

How about intercity services? As Miyafuku Line was opened in 1988, services to and from Kyoto run different routes today compared to those in 1973. Even so, the number of services and journey time are worth looking into. The tables below show Amanohashidate station, which is close to a famous and popular tourist spot with the same name.

Amanohashidate station (2023)

	Departing at	Arriving at
Hashidate 2	9:50	12:07 (Kyoto)
Hashidate 4	13:47	16:06 (Kyoto)
Hashidate 6	15:51	18:07 (Kyoto)
Hashidate 8	18:08	20:21 (Kyoto)

Amanohashidate station (1973)

	Departing at	Arriving at
Tango 2	7:04	9:49 (Kyoto)
Tamba 3	9:08	13:04 (Osaka)
Tango 4	10:18	13:00 (Kyoto)
Tango 5	14:44	17:37 (Kyoto)
Tamba 4	16:05	19:51 (Osaka)
Asashio 4	17:40	19:59 (Kyoto)

There are four limited express services today, but there were six services in 1973. However, it might not be fair to assert that the intercity services became inconvenient in the last 50 years. Express Tamba and Tango (very confusing names) ran different routes so that their duration was very different: Tamba ran via Fukuchiyama, Sasayamaguchi, Sanda and Takarazuka (Fukuchiyama Line), while Tango (and Limited Express Asashio) ran via Ayabe and Sonobe (San'in Main Line). The current Limited Express Hashidate services call at Fukuchiyama, but overall they run routes similar to Tango.

Today, trains from Amanohashidate to Kyoto take roughly 30 minutes shorter than those in 1973. Since trains between Kyoto and Osaka take only 30 minutes, Tamba route is apparently no longer useful. Hence, services in 2023 became slightly more convenient than 50 years ago.

Imbi Line

KiHa 120 series, a train currently used for Imbi Line

Finally, this article looks into Imbi Line between Chizu and Higashi-Tsuyama, one of the most unprofitable sections in western Japan. This area has been a scarcely populated region for centuries, but it was a part of main route connecting Okayama and Tottori until when Chizu Express opened in 1994. As all intercity services have shifted to the new railway, Imbi Line has been on the verge of permanent closure for more than 20 years.

The table below shows southbound services at Chizu station. "o" means trains for Okayama, "t" means Tsuyama. Bold ones are Express Sakyu.

Chizu station

2023 timetable	1973 timetable
	5:52o
6:15t
8:17t	8:16o
	8:52o
	11:36o
12:54t	12:09o
	13:41o
	15:37o
16:29t	16:39o
17:57t	17:34o
19:24t	19:20o
20:57t	20:45t

Even without intercity services (Express Sakyu), it is patently obvious that the the railway in this region has become useless. Even though the number of regional services look almost the same, trains in the daytime have been cut dramatically. This is not only because of the population decline but also the extension of National Route 53. The road is well-maintained and cars can run faster than trains so that Imbi Line has become the dishonourable symbol of decline.

Since this article is not an academic essay, and focused only on five lines out of many rural railways in Japan, it is hard to come to conclusion. However, it is clear that not a few train operators have made their services more convenient than 50 years ago, and nobody should simply accuse those companies of taking no measures to maintain trains.

There are two possible implications: those with infrequent and few services could be improved by providing more trains, or it is already too late to save them. As many cities, towns and villages have to decide whether or not to maintain railways with huge amount of subsidies, they should carefully think if the railways can still be saved.

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

60-year-old trains

Turning 60 has a special meaning in East Asian culture. It is called jiazi in Chinese, hwangap in Korean and kanreki in Japanese (please leave a comment what is it called in other Asian countries, if it exists). Countries in East and Southeast Asia use traditional zodiac calendar, and it is well known that there is a 12-year cycle. In addition, there is another cycle with five different elements and attached to the 12-cycle. It means that the traditional sexagenary cycle is consisted of sixty patterns in total (twelve times five). Thus, the cycle completes every 60 years so that people celebrate either the 60th or the 61st birthday.

Being 60 years old or more is not rare in these days as life expectancy is far longer today than in the past, but kanreki is still regarded as something to celebrate. Hence, we should celebrate some trains in Japan which turn 60 this year and wish their longevity.

First of all, JNR 103 series. It was developed by Japanese National Railways and it was the most numerous train in Japanese history, with roughly 3,500 carriages were introduced in total to various commuter rails in major cities in Tokyo and Osaka areas. Many famous railways in Japan such as Yamanote line were once served only by the 103 series.

The first unit of the 103 series was introduced in March 1963, but it is hard to believe now that this commuter train was once predominant on JNR or JR network, as only a few units remain in Hyogo Prefecture today. There are also several units on Chikuhi line in Fukuoka Prefecture, but they do not look like genuine 103 series, as if being completely a different type.

JNR 113 series was once the most successful suburban train in Japan. The first unit was registered for mainline use in December 1963. The 113 series was mass-produced and introduced to various lines in Tokyo, Nagoya and Osaka areas amid sharp increase in demand.

JR East, Central and Shikoku have already withdrawn all trains, but JR West still uses more than 20 four-carriage units in Kyoto and Okayama areas. However, the number those in Kyoto (Kusatsu and Kosei lines) will be dramatically declined or even they will possibly retire in March 2023, as redundant 223 series trains are gradually reallocated from Hanwa line to Kyoto area. Those in Okayama are also subject to be replaced with brand new 227 series from later this year.

This is JNR 115 series , and the first set of trains was introduced in January 1963. Unlike the 113 series, the 115 series was designed for railways with steep slopes and tight curves, but both series look almost the same. The 115 series was also introduced to various lines in the Greater Tokyo Area (mostly north Kanto region), Niigata, Nagano, Okayama and Hiroshima areas, as well as a few lines in Shizuoka Prefecture. The 115 series had been known until the early-2010s, as one of the most common rolling stock developed by JNR as JR companies were reluctant to invest in suburban trains in areas with fewer population than Tokyo and Osaka.

However, the number sharply declined in the 2010s as both JR East and West replaced the 115 series with newer trains. Today, JR West uses more than 150 carriages in Okayama and Yamaguchi areas. They are also subject to replacement in the next few years, but unlike other old trains, some 115 series units are likely to remain for a while as they are handy. Shinano Railway also has a few trainsets, and they are scheduled to be replaced with SR 1 series by no later than 2027.

Tobu 8000 series should not be forgotten. The 8000 series entered service on 1 November 1963 and used on the entire Tobu network except unelectrified Kumagaya line (closed in 1983) and freight lines. The series was known for the most numerous rolling stock in history of Japanese private railways.

The 8000 series dwindled in the 2000s and 2010s, but still many of them are operational on Noda line and other branch lines. The company will introduce brand new trains to Noda line from around 2024, but those on small branch lines might remain until the late-2020s.

These four types of trains have turned or will turn 60 this year. However, it must be noted that all of them were mass-produced for about 20 years. It means that when it comes to the youngest trains, only 40 years have passed since introduction (though still pretty old enough). As noted above, many trains have already been withdrawn so that one might think that operational trains are in fact not 60 years old.

That is mostly right. Here are the oldest operational carriages of the four types aforementioned:

	Carriage no.	Date of built
103 series	KuHa 103-247	19 Jul 1973
113 series	KuHa 111-5703	4 Jun 1974
115 series	MoHa 114-316	4 Oct 1974
8000 series	8111	30 Nov 1963

Unit no. 8111 (preserved 8000 series)

8111 (and three more carriages in the same trainset) is the oldest, and it is likely to turn 60 in November. This is going to be the genuine kanreki train within months. However, this unit is a preserved train owned by Tobu Railway Museum so that it might not be fair to refer to it. When it comes to a train that is currently for passenger use, 8750 and another carriage in the same trainset are the oldest as they were registered on 23 April 1969.

Finally, while kanreki is something to celebrate, I must say that those railway companies are unlikely to hold any kind of event at present…what a shame!

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.