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 One of them is NOT having any farewell event when a train is withdrawn.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old trains are gradually replaced with newer ones, it is not difficult for enthusiasts to predict when they will be withdrawn.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.

De-electrification

Electrification has always been a major option to make railways faster, more efficient and greener. From steam trains to diesel trains, and then electric trains...the history of railway has always been associated with electricity.

The first electric train in Japan ran in 1890 when National Industrial Exhibition was held in Tokyo, and the first regular service provided by electric trains commenced five years later in Kyoto, which was later called Kyoto City Tram. Commuter rails in major cities like Tokyo and Osaka were mostly electrified by the 1930s, and expanded to the entire country after the Second World War. Today, nearly 68% of the railway network in Japan has been electrified.

However, there are a few regressive trends in the country. In some areas, railway companies decided to de-electrify railways. Generally, the electrification costs so tremendously that it is rare to see operators abandoning facilities. Nevertheless, JR East and JR Kyushu are planning de-electrification. To be specific, Ban-etsu West Line and Nagasaki Main Line.

In 2021, JR East concluded that it should radically change its business in some areas amid decline in demand triggered by COVID-19. The company insisted that some rural lines must be reformed to fit with current demands, meaning that it was necessary to consider removing some facilities. To put it simply, the company decided to replace some electric trains with battery-electric, electric-diesel or hybrid-diesel multiple units and remove redundant facilities, i.e. overhead wires, poles and substations.

E721 series, the current rolling stock on Ban-etsu West Line.

According to Kahoku Shimpo, JR East plans to de-electrify a part of Ban-etsu West Line in Fukushima Prefecture. The Line between Aizu-Wakamatsu and Kitakata had been served by very few electric trains for more than 50 years (only 2-5 services a day), and all services have been provided by diesel trains since March 2022. Hence, electric facilities in this area are no longer in need.

817 series, one of the most common EMU in Kyushu.

According to Saga Shimbun, JR Kyushu will also de-electrify a part of Nagasaki Main Line. As Nishi Kyushu Shinkansen high-speed rail is scheduled to open on 23 September 2022, services between Hizen-Hama in Saga Prefecture and Isahaya in Nagasaki Prefecture will only be provided by diesel trains. Limited express services using electric trains will be discontinued as the new high-speed rail supersedes. Meanwhile, stopping services are less profitable than those intercity trains so that it was not wise to keep overhead wires etc. just for the stopping services.

BEC 819 series, JR Kyushu's latest battery train.

Some people may argue that such a trend is contrary to carbon-free society and thus hampers desperate efforts to stop global warming. However, not all electric trains are environmentally-friendly. It costs considerably to keep the facilities not only economically but also in terms of burden on the environment. If there are only few services, then the downsizing can be a better choice.

It is also worth noting that unlike old diesel trains with significant fumes, electric-diesel or hybrid-diesel multiple units in these days are very efficient and thus clean. Battery-electric multiple units are getting more common in these days, just like electric vehicles on roads.

De-electrification does not sound good, but it must be borne in mind that reducing the total emission of greenhouse gas is the key to combat the climate change. All we can and have to do now is not just criticising the trend, but accept them as potentially a new way to maintain railways in the coming decades, and closely monitor if those railway companies do really commit to carbon-free objectives.

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.

Extremely-hard ice cream on bullet train

Mt Fuji from a bullet train

A journey on a high-speed train in Japan is always exciting and relaxing. You might put your luggage on an overhead shelf, adjust seat reclining to the most comfortable position, stretch yourself, then look outside from a window and see how the train accelerates. A few minutes after boarding, you might feel a little bit hungry and look for something to eat. Then, a staff with a catering wagon approaches. What would you choose?

Vanilla flavour (sorry, out of focus!)

The most popular choice is probably ice cream, specifically "Super Premium Ice Cream" manufactured by Sujahta Meiraku, a Nagoya-based company. The price depends on flavours but generally between 300 and 400 yen. Both tourists who simply enjoy the journey and businesspeople who regard the bullet train merely as a part of their work ask for the ice cream. It is well known for a good taste and incredible hardness.

Strawberry and Chocolate flavour

In Japan, the term "ice cream" is precisely defined by the 1951 Ministerial Decree Concerning Ingredient and Standard of Milk and Dairy Products. According to the Decree, "ice cream" must contain at rates of 15% of milk solids and 8% of butterfat. Those failing to meet the criteria are classified as "ice-milk" or "lacto-ice".

According to JR-Central Passengers, a company which manages the catering service, the Super Premium Ice Cream is literally premium, and it has been carefully designed for bullet train passengers as Shinkansen is a symbol of Japan, and it probably justifies why it is a little more expensive than other ordinary ice creams, or "quasi" ice creams.

Pistachio flavour

The ice cream is always served when it is so hard that nobody can eat before it melts. Catering staff put ice creams in a small bag with dry ices to keep the products cold enough (-20 to -30 degrees Celsius, or -4 to -22 degrees Fahrenheit). That is why, many Japanese people on Twitter call it "Shinkansen extremely-hard ice cream".

The ice cream had been widely available across the bullet train network in Japan, but sadly JR East and Hokkaido discontinued the catering service on most of their trains. It is still available on Tokaido and San-yo Shinkansen, the route between Tokyo and Hakata via Nagoya, Kyoto, Osaka and Hiroshima. There are several flavours, but those who try it for the first time are recommended to choose vanilla.

The ice cream is so hard that you must wait for up to 30 minutes before it becomes eatable. Thus, you should not ask for one if you are going to alight the train within 30-40 minutes. Some catering staffs offer a metal spoon that makes the ice cream soft (as it conducts heat), but it is not necessary unless you want it for a souvenir.

Torrential Rains and Rural Lines, a Bleak Future

【米坂線】
坂町駅～米沢駅間の上下線は、当分の間列車の運転を見合わせます。同区間は現時点で運転再開見込みは立っていません。#米坂線　#大雨 pic.twitter.com/K2qoYmCkdH

— JR東日本【信越エリア】運行情報 (公式) (@JRE_Shinetsu_A) August 5, 2022

On 3 August, an extreme torrential rain struck Tohoku and Hokuriku regions in Japan, destroying houses and infrastructure. The rain continued for more than a week, resulted in far more precipitation than average figures observed in August. Aomori, Akita, Yamagata, Fukushima and Niigata Prefectures were hit hard.

Many railways have also been devastated by the torrential rains, and JR East has been investigating and rebuilding them. On 25 August, the company published a document about current situations with photos. Three weeks have passed since the disaster, but not a few of them are yet to be reopened, as listed below. Replacement buses are available on all routes.

• Ban-etsu West Line: Kitakata - Yamato (10 km / 6 mi)
• Gono Line: Iwadate - Kajikazawa (75 km / 47 mi)
• Hanawa Line: Kazunohanawa - Odate (37 km / 23 mi)
• Ou Main Line: Takanosu - Odate (18 km / 11 mi)
• Tsugaru Line: Kanita - Minmaya (29km / 18 mi)
• Yonesaka Line: Imaizumi - Sakamachi (68 km / 42 mi)

All but Ou Main Line are enumerated in a list of "significantly unprofitable railways" (click here for a detailed English summary) which could be subject to a permanent closure. In fact, one of the reasons why an expert committee of the Transport Ministry issued the report was because those lines were vulnerable to natural disasters that are recently intensifying amid the global warming. Thus, local residents and politicians have expressed concerns about the fate of those devastated railways.

Is engineering work on going? According to TBS, JR East estimates that Ou Main Line could be reopened within a few months, possibly about 2-3 months. Fukushima Mimpo reported that JR East, the Japanese Government and the government of Fukushima Prefecture are discussing how to rebuild Ban-etsu West Line, and how much do each parties expend. Hence, these two lines are likely to be restored within a year.

However, the fates of Gono, Hanawa, Tsugaru and Yonesaka Lines are unclear. According to Kahoku Shimpo, Gono and Hanawa Lines are so badly damaged that it would take more than a year to rebuild them. Some parts of Gono Line are still inundated so that engineer workers are unable to investigate the situation. Yamagata Shimbun reported that local governments officially requested JR East to rebuild Yonesaka Line, and JR East acknowledged the importance of the resolution, but it could be lip-service. No new relevant report about Tsugaru Line is heard so far.

JR East will definitely ask local governments for sufficient contribution to those rural railways. All parties consider that the lines should be reopened as soon as possible, but some cities, towns and villages might disagree with reconstruction if it costs tremendously. In that case, the line could be permanently closed and replaced with bus service, which could be allegedly safer, more convenient and cheaper as discussed in the past article.

A new guideline: the fate of rural lines in Japan

Overview

Mimasaka-Kawai station, Imbi Line

On 25th July, an expert committee for rural lines, established by Ministry of Land, Infrastructure, Transport and Tourism (hereinafter referred to as the Transport Ministry), published a proposal regarding the fate of significantly unprofitable railways in Japan. The proposal includes a guideline of which JR lines could be subject to replacement with road transportation (i.e. permanent closure of the railway). The committee does not demand nor recommend an immediate closure of these lines, but suggests that local governments and railway operators should hold discussions about what to do with rural lines that meet certain criteria. To put it simply, the committee defines that those with "transport density" of fewer than 1,000 might not be sustainable.

There are many lines with less than that figure, but only few of them are likely to be permanently closed in the near future, as Nikkei suggests.

What is Transport density?

Yamanote Line is the most heavily used railway in Japan

In Japan, the "transport density" means how many passengers per one kilometre used the line daily on average. It is defined as a sum of the distance of each passenger divided by the length of the line or section.

For example: there is a 20 km-long line. There are 100 passengers a day on average, and 60 of them use the whole line, while 40 of them use the half. In this case, a sum of the distance of each passengers is 60 (passengers) times 20 (km) plus 40 (passengers) times 10 (km), which equals 1,600. The length of the line is 20 km. Thus, the transport density is 1600/20 = 80 passengers per km a day.

According to the Transport Ministry, the transport density of Tokaido and San-yo Shinkansen high-speed rail was about 658,000 in 2019. According to JR East, the figure of Yamanote Line was 1.12 million in the same year.

Matsuura Railway, former Matsuura Line of JNR

When Act on Special Measures Concerning Promotion of Reconstruction of Japanese National Railways (also known as the JNR Reconstruction Act) was promulgated in 1980, the Transport Ministry issued an ordinance that rural lines with transport density of less than 4,000 should be closed or transferred to entities established privately or by local governments, and 3,157 km (1,962 miles) were axed accordingly (these lines were often called the "83 unprofitable lines").

4,000 passengers per km a day was the key figure for assessing rural lines in the 1980s, but this criterion has been lowered significantly thanks to innovation (not least new trains compatible with driver-only operation and less energy consumption) and downsizing (removal of redundant facilities). According to NHK, it is estimated that lines above 2,000 could be in stable condition today.

What was Decided This Time?

As already noted, the current key figure is 1,000. To be specific (according to Nikkei):

• Transport density of fewer than 1,000 passengers per km a day; and
• The number of passengers between each adjacent stations is always below 500

However, there are a few exceptions:

• Passengers per hour in peak direction exceed 500 (i.e. heavily used by commuters and students at peak times); or
• Served by limited express services that connect major cities; or
• Served by freight trains

The committee also recommended that local governments and railway operators decide the future of the line in question within three years. The solution could be:

• New railway business model that attract more tourists; and/or
• Continuing business with considerable support from local governments. This includes not only giving significant amount of cash or tax reduction, but also ownership transfer of facilities to local governments (meaning JR will not pay maintenance costs); or
• Replacing the railway with bus services, either conventional one or Bus Rapid Transit (BRT)

The proposal has been criticised by many people (such as the Governor of Ehime Prefecture), but it is worth noting that some local residents welcome the permanent closure, as bus services could be more convenient than rail transport. Like the one in Samani Town in southern Hokkaido, where Hidaka Main Line was effectively closed in 2015, buses often provide more flexible services, as bus stops were installed in front of a high school, care homes, hospitals and a shopping centre.

Which Lines could be Affected?

Kazusa-Kameyama station, Kururi Line

According to official documents, lines listed below have fewer than 1,000 passengers per km a day. Note that not all of them are on the verge of closure, as some of them are served by limited express and/or freight trains, or major engineering work was carried out recently. Some lines had more than 1,000 before COVID-19 pandemic, and thus being on the list might be temporary. Shinkansen high-speed rail is not included in the percentage calculation.

Click ▼ to browse in detail.

JR Hokkaido (2020)

Hakodate Main Line

Lines with significantly low ridership amount to 56% of the entire network, the worst percentage among all JR. Even Hakodate Main Line is no exception, as this blog explained before.

List of JR Hokkaido▼

• Hakodate Main Line (Oshamambe - Otaru via Kutchan)
• Hidaka Main Line (entire line)
• Muroran Main Line (Numanohata - Iwamizawa)
• Nemuro Main Line (entire line)
• Rumoi Main Line (entire line)
• Sekihoku Main Line (entire line)
• Senmo Main Line (entire line)
• Soya Main Line(entire line)

JR East (2020)

Kamaishi Line

Approximately 31% of the network falls within the scope, and the total length of nearly 1,900 km (1,200 miles) is by far the worst among all JR group. However, many of them (especially "Main Line") are served by limited express and freight trains. Also note that JR East is the largest railway operator in the country, both in terms of the size of network and sales.

More than 20 out of the 31 lines listed below are in Tohoku region, but there are a few in the Greater Tokyo Area (Agatsuma, Kashima and Kururi Lines). GALA Yuzawa branch line of Joetsu Shinkansen is excluded from the list as it is available only during winter ski season.

List of JR East▼

• Agatsuma Line (Naganohara-Kusatsuguchi - Omae)
• Aterazawa Line (Sagae - Aterazawa)
• Ban-etsu East Line (Iwaki - Ononiimachi)
• Ban-etsu West Line (Kitakata - Gosen)
• Chuo Main Line (Tatsuno - Shiojiri)
• Echigo Line (Kashiwazaki - Yoshida)
• Gono Line (Higashi-Noshiro - Goshogawara)
• Hachinohe Line (Same - Kuji)
• Hanawa Line (entire line)
• Iiyama Line (Iiyama - Echigo-Kawaguchi)
• Ishinomaki Line (entire line)
• Joetsu Line (Minakami - Echigo-Yuzawa)
• Kamaishi Line (entire line)
• Kashima Line (entire line)
• Kesennuma Line (entire line)
• Kitakami Line (entire line)
• Koumi Line (Kobuchizawa - Nakagomi)
• Kururi Line (Kururi - Kazusa-Kameyama)
• Ofunato Line (entire line)
• Oito Line (Shinano-Omachi - Minami-Otari)
• Ominato Line (entire line)
• Ou Main Line (Shinjo - Yuzawa, Odate - Hirosaki)
• Rikuu East Line (Furukawa - Shinjo)
• Rikuu West Line (entire line)
• Suigun Line (Hitachi-Omiya - Asakanagamori)
• Tadami Line (Aizu-Bange - Koide)
• Tsugaru Line (entire line)
• Uetsu Main Line (Murakami - Tsuruoka, Sakata - Ugo-Honjo)
• Yahiko Line (Yahiko - Yoshida)
• Yamada Line (entire line)
• Yonesaka Line (entire line)

JR Central (2016)

A train similar to that on Meisho Line

No official document is available so far, but the Transport Ministry published one instead in 2016. It shows that the entire Meisho Line had 273 passengers per km a day, but others had more than 1,000. Meisho Line amounts to just 3% of the entire JR Central network.

JR West (2020)

Kishin Line

About 30% of the lines operated by JR West have fewer than 1,000 passengers per km a day, most of which are in Chugoku Region.

List of JR West▼

• Bantan Line (Wadayama - Teramae)
• Etsumi-Hoku Line (entire line)
• Fukuen Line (Fuchu - Shiomachi)
• Geibi Line (Bitchu-Kojiro - Shimo-Fukawa)
• Imbi Line (Higashi-Tsuyama - Chizu)
• Kakogawa Line (entire line)
• Kansai Main Line (Kameyama - Kamo)
• Kisei Main Line (Shingu - Shirahama)
• Kishin Line (entire line)
• Kisuki Line (entire line)
• Mine Line (entire line)
• Obama Line (entire line)
• Oito Line (Minami-Otari - Itoigawa)
• Onoda Line (entire line)
• San'in Main Line (Kinosakionsen - Kogushi)
• San'in Main Line (Senzaki branch line)
• Yamaguchi Line (entire line)

JR Shikoku (2021)

Mugi Line

JR Shikoku is known for facing severe financial difficulties along with JR Hokkaido, but surprisingly, only four lines fall within the scope. Even so, it is equivalent to 23.5% of the network.

List of JR Shikoku▼

• Dosan Line (Susaki - Kubokawa)
• Mugi Line (Anan - Awa-Kainan)
• Yodo Line (entire line)
• Yosan Line (Mukaibara - Iyo-Ozu)

JR Kyushu (2020)

Nichinan Line

22% of the network could be subject to be axed in the future. When Nishi-Kyushu Shinkansen opens in September 2022, lines in Nagasaki and Saga Prefectures are likely to be added to the list.

List of JR Kyushu▼

• Chikuhi Line (Imari - Karatsu)
• Chikuho Main Line (Keisen - Haruda, also known as Haruda Line)
• Gotoji Line (entire line)
• Hisatsu Line (entire line)
• Hohi Main Line (Miyaji - Miemachi)
• Ibusuki-Makurazaki Line (Ibusuki - Makurazaki)
• Karatsu Line (Karatsu - Nishi-Karatsu)
• Kitto Line (entire line)
• Misumi Line (entire line)
• Nichinan Line (except towards Miyazaki Airport)
• Nippo Main Line (Saiki - Nobeoka, Miyakonojo - Kokubu)

Conclusion

Falling within the scope of 1,000 passengers per km a day does not necessarily mean that the line should be closed anytime soon. Not a few of them will remain as they have limited express and freight trains. Even without them, many lines are highly likely to be kept open with financial supports by the central and local governments. However, a few lines would be permanently closed in the near future if local residents agree with it.

The proposal applies only to JR lines. Even if not as radical as Beeching Axe, railway networks in Japan are likely to be rearranged in the coming years. In the case of permanent closure, there should be bus services convenient and reliable enough to be used as alternative means of transport by local residents.

Retirements and Reinstatement

On Wednesday 13th July, JR Hokkaido published two press releases regarding its rolling stock. On the one hand, KiHa 281 and 183 series will retire in September 2022 and March 2023, respectively. On the other hand, KiHa 283 series, which has been taken out of passenger service since this spring, will be reinstated in March 2023.

KiHa 281 series

The KiHa 281 series was introduced in 1992-93 to Limited Express Super Hokuto (Hakodate - Sapporo). At the time of introduction, it was known for the fastest diesel train in the country, which could run at 130 km/h (81 mph). The series also has a tilting feature that allows running at faster speed than other trains at curves. It dramatically cut journey time between the two cities from 3.5 hours to less than three hours, though not as fast as that in these days.

The series will be taken out of all regular services on 30th September, and farewell rail tours will be held in the following month.

KiHa 183 series

The KiHa 183 series was developed by Japanese National Railways, and has been used for various intercity services in the island of Hokkaido. Existing carriages were introduced in 1988-92, and they are now used for Limited Express Okhotsk (Sapporo – Abashiri) and Taisetsu (Asahikawa – Abashiri). Despite being old and poor condition, JR Hokkaido has been retaining the series due to lack of funding, but finally they decided to replace them with newer trains. The KiHa 183 series will be withdrawn from all regular services in March 2023, but a few might remain for a while as farewell rail tours will likely be held.

KiHa 283 series

There is also good news. The KiHa 283 series will be coming back to mainline. The series had been used for Limited Express Ozora (Sapporo – Kushiro) until March 2022. All existing carriages are no more than 24 years old, but it was uncertain if they will be reinstated due to not-good condition because of overuse. The company decided to use them for Limited Express Okhotsk and Taisetsu from March 2023, effectively replacing the KiHa 183 series.

JR Hokkaido has been suffering from huge deficit so that they have been reluctant to invest in anything, but it seems that they had no choice but to replace the old trains in order to continue their business. The timetable revisions in autumn and spring will hopefully make trains slightly faster and reliable.

• The official announcement regarding the KiHa 281 series
• The other regarding the KiHa 183 and 283 series

*Articles on The Red List of Trains in Japan will be updated in due course.

The 40th anniversary

Omiya, 27 Apr 2012

On 23 June 1982, Tohoku Shinkansen, the third high-speed rail in Japan, was opened between Omiya and Morioka. Japanese National Railways developed new rolling stock called 200 series. The line was extended to Ueno in 1985 and again to Tokyo in 1991. It was extended further to Shin-Aomori by 2010, and it is now the fastest high-speed rail where trains run at up to 320 km/h (200 MPH).

Omiya, 1 Jul 2022

In commemoration of the 40th anniversary of the Tohoku Shinkansen, JR East repainted an E2 series trainset white and green imitating the 200 series. It is generally used for Nasuno and Yamabiko services on Tohoku Shinkansen and some rail tours at the weekend. Various different melodies, mostly local folk songs, are played onboard when the train approaches stations it calls at.

Tokyo, 11 Nov 2003

Does that E2 series resembles the genuine 200 series? Not bad, but it is still an imitation so that not 100% identical to the old trains. Since only 10 years have passed since the 200 series retired, not a few people might remember it. But younger people may think it attractive.

15 November this year will mark the 40th anniversary of Joetsu Shinkansen so that the E2 series is highly likely to be used for ceremonies and rail tours. Its schedule can be found on official website after 10 pm everyday.

Who is responsible for seat removal, JR Kyushu or passengers?

In 2021, some commuters in Fukuoka and Oita areas felt that something was wrong on a train. They found large spaces next to doors, and they wondered if such spaces existed ever before. Then, they realised that there were less seats than before the pandemic began. Many people accuse JR Kyushu of deteriorating service quality, while a few others defend the company.

The controversial seat removal has been taken place on 813 series, the most common train type in northern Kyushu. Local newspaper Nishinippon Shimbun reported the issue earlier this year, which this blog article mainly relies on. According to the newspaper, up to 40% of seats have been removed from a fleet.

Fewer seats simply means less likely to get a seat, but it also provides standing capacity and leads to more efficient operation. To be specific, a carriage with reduced seats gives 20% more capacity in total. In that case, a nine-car train can be shortened to eight or seven coaches while the overall capacity remains unchanged, and it must be an attractive option for JR Kyushu amid a decline in revenue caused by COVID-19 pandemic.

(This is what was supposed to be)

It might satisfy the company, but many commuters and students are discontented with the seat reduction. They mourn that they can no longer take a seat on a stressful journey to and from their workplaces or schools. It is also said that the train has got colder in winter than before, as JR Kyushu removed heaters under the seats. Meanwhile, a few others insist that wheelchair and pram users feel easier to be on a train than before.

Many people condemn the reduction and suspect that JR Kyushu just wants to cut expenditures by reducing the number of carriages. However, the company contends the view, and argues that the seat removal was necessary to allow smoother boarding and alighting especially during rush hours. Unlike commuters and students in other major cities like Tokyo and Osaka, those in Fukuoka have been notorious for behaving badly on a train, as most people always stand in front of doors and never move down inside the train. The sticker above reads "do not sit on a floor", which is very rare outside Kyushu as it is a well-known unwritten norm.

JR Kyushu is going to reduce seats on 153 out of 246 carriages of the 813 series by September 2022. The company will also enhance heater capability to keep the trains warm enough in winter. JR Kyushu has been criticised that their services are getting inconvenient in recent years, and the seat reduction is unpopular among many passengers. However, it must not be forgotten that passengers are partly responsible for it, and they should learn from commuters in Tokyo and Osaka.

The longest train journey in Japan

Disclaimer

This article is about regular services. Timetables show major stations only so that those who seek for detailed information should check official websites.

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British Rail Class 220

"The longest train journey" always sounds attractive for railway enthusiasts, even if there is no daily user that enjoy (or rather, endure) the whole journey. In Britain, the famous Crosscountry's service from Aberdeen to Penzance is the longest one among all trains.

Crosscountry service

Aberdeen	8:20
Edinburgh	11:08
Newcastle	12:42
York	13:44
Leeds	14:11
Birmingham New Street	16:03
Bristol Temple Meads	17:45
Exeter St Davids	18:47
Plymouth	19:44
Penzance	21:39

According to The Guardian, the train runs on Saturdays, though not always because of service alterations caused by planned engineering work and COVID-19. It travels 774 miles (1245.6 km) and takes 13 hours and 19 minutes. Surprisingly, this service is neither a night train nor a high-speed train, but an ordinary intercity train that runs through the main island.

Then, how about Japan? There were so many long-distance services until the 2010s, but they were mostly discontinued and split into several parts, as a lengthy route is always prone to delays and troubles. Furthermore, it is not easy for all parties concerned to adjust tracks, signalling systems and other facilities to be compatible with a specific train. Even so, there are a few such services today.

Nozomi bullet train

N700A series bullet train

The longest train service in Japan in terms of distance is a bullet train Nozomi. It runs on Tokaido and Sanyo Shinkansen high-speed rails between Tokyo and Hakata in Fukuoka Prefecture. There are 32 round trips a day (2-4 services per hour), and more on holidays.

Nozomi 64

Hakata	18:59
Hiroshima	20:00
Shin-Osaka	21:20
Nagoya	22:12
Tokyo	23:45

Nozomi 64 is pretty unique. It is the last eastbound service of day to Tokyo, and it is also the fastest service between Hakata and Tokyo, as it runs 1,069 km (664.3 miles) taking 4 hours and 46 minutes. It is usually very crowded as people always rush into this service, otherwise they will have to wait for the first train on the next day.

Sunrise Izumo

JR West 285 series

What about non-high-speed trains? Among them, Limited Express Sunrise Izumo is the longest service in Japan. It is a night train with a round trip everyday (plus one during the peak season).

Sunrise Izumo (Eastbound)

Izumoshi	18:53
Okayama	22:30
Osaka	0:31
Shizuoka	4:38
Tokyo	7:08

Since it runs on "conventional lines", it is way slower than Nozomi. Sunrise Izumo travels 954 km (593 miles) and takes 12 hours and 15 minutes, the longest journey time among all trains. There is a cheap option on this service called "Nobinobi Zaseki" (lit. "unconstrained seat"), but it would be a very hard journey to spend more than 12 hours on a sleeping space without a mattress or a pillow. Those who plan to use this train should consider booking a bedroom.

Nichirin Sea Gaia

JR Kyushu 787 series

The longest non-night train journey in Japan is Limited Express Nichirin Sea Gaia in Kyushu, western Japan. This service is not well known outside the area. However, it is not so long compared to trains in other countries, including in the Continent.

Nichirin Sea Gaia 5

Hakata	7:30
Kokura	8:31
Oita	10:03
Miyazaki	13:07
Miyazaki Airport	13:19

There are many Nichirin services, but only one round trip of them a day runs the entire section. There is no direct road or railway between cities of Fukuoka and Miyazaki so that this train runs longer than the actual distance. It takes 5 hours and 49 minutes to complete a journey of 413 km (256.7 miles).

There are three "longest train journeys" in Japan, but surprisingly, none of them can beat the one in the UK both in terms of distance and journey time. Thus, these services might not always sound attractive for travellers living outside Japan, but probably still worth checking them.

Finally, Crosscountry issues "longest journey certificate" to passengers, but none of the three services in Japan provide such a collectable. Pretty disappointing!

Permanent closure of Hakodate Main Line

(Latest information was added on 26 Mar 2022)

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The future of railways in the northern island of Hokkaido has always been bleak, due to significant costs to tackle severe winter. Since JR Hokkaido has been struggling to run business even with considerable amount of money from the government, many lines were closed in the last 40 years.

On 3 February, Asahi Shimbun and other newspapers in Japan reported that a part of Hakodate Main Line would be closed in 2031, when Hokkaido Shinkansen high-speed rail is extended to Sapporo. Local governments have agreed with the permanent closure between Oshamambe and Yoichi, roughly 120 out of 423 km (or 75 out of 263 miles). Given the financial crisis of JR Hokkaido, such an announcement was a matter of time.

The section between Yoichi and Otaru (20 km or 12.4 miles) is also subject to closure, but it is still under discussion.

Class 7100 steam locomotive for Horonai Railway

Hakodate Main Line was first opened in 1880 as Horonai Railway, the fourth railway in the country. It was 22 miles 25 chains long, connecting Temiya in Otaru city and Sapporo, and extended again and again. The construction work completed in 1905, and the Line now connects Hakodate and Asahikawa via Oshamambe, Kutchan, Otaru and Sapporo.

Like other parts of the northern island of Hokkaido, this area has been scarcely populated except major cities like Hakodate, Otaru, Sapporo and Asahikawa. Even so, Hakodate Main Line had been once the most important railway in the island and heavily used by both passenger and freight trains. It had been a vital part of the railway network connecting Tokyo and Hokkaido.

However, Hakodate Main Line has many speed restrictions due to steep slopes. Therefore, Japanese National Railways decided to improve Muroran Main Line and Chitose Line tracks, another route that connects Oshamambe and Sapporo. As the project completed in 1980, the Muroran route has become the most important one in the area, as it was capable of more frequent services and faster trains. All intercity and freight trains have shifted from Hakodate Main Line to Muroran Main and Chitose Lines by 1986.

Timetable of northbound trains at Oshamambe

Time	Destination
06:03	Otaru
13:18	Kutchan
16:38	Otaru
20:04	Otaru

Since then, the section between Oshamambe and Otaru via Yoichi has had a very small number of passengers. According to the official statistics in 2018-19, there were 625 passengers per day on average. The annual revenue was 430 million yen (approx. 3.87 million USD), while it costed 2.79 billion yen (25.15 million USD). Niseko Town estimates that the number of passengers here would be less than 200 a day in 2060, as most people use bullet trains. Therefore, JR Hokkaido concluded that they could not maintain it.

There was an argument that Hakodate Main Line would play a crucial role in case of emergency. In fact, Muroran Main Line was partly closed and some limited express services and freight trains diverted when Mount Usu erupted in 2000. Looking back the history, it erupted in 1977, 1910, 1853, 1822, 1769 and 1663 - roughly every 40-100 years. Thus, critics pointed out that local economy would be struck hard if there was no alternative route especially for freight trains.

However, JR Freight dismissed the claim. In 2000, they were using Class DD51 diesel locomotives, which could run almost all lines in Hokkaido. However, these locomotives have already been withdrawn, and current rolling stock cannot enter the section in question on Hakodate Main Line due to weight restrictions and structure gauge. It would cost billions to solve them. Hence, JR Freight insisted that using lorries was far more practical in case of a natural disaster.

This area is known for stunning views

The story might not end here. The section between Yoichi and Otaru is also subject to a closure. Yoichi Town wishes the Line to be operational, and JR Hokkaido is looking for constructive negotiations with local governments. It is not likely to be closed as there are more than 1,000 passengers a day, but its fate depends on how much subsidies can local governments offer.

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On 26 March 2022, representatives of the Government of Hokkaido, Otaru City and Yoichi Town agreed with permanent closure of stations between Yoichi and Otaru (the yellow section on the map above), as retaining the railway would cost more than 20 billion yen (approx. 170 million USD) in 2030-60 and thus not affordable.

Is Keikyu really fast?

Introduction

Yokohama, approximately 20 miles south of Tokyo, is one of major cities in Japan with 3.7 million people. There are several railway lines connecting two cities, including JR East and Keikyu. It is said that Keikyu trains have always been faster than JR, but is it true? This article argues that, in short, negative.

Route

The route between Shinagawa and Yokohama stations is the oldest and the busiest one among all railway lines that connect Tokyo and Yokohama. Trains on both Keikyu Main Line and Tokaido Main Line can run at up to 120 km/h (75 MPH).

Keikyu's fastest service is Limited Express 快特 (hereinafter referred to as "Kaitoku"), which calls at three stations. At peak hours, there is another Limited Express 特急 (hereinafter referred to as "Tokkyu"), which calls at six stations. Unlike limited express services of JR East and some other private railways, there is no need to purchase an additional ticket to neither of them.

The main rival is Tokaido Main Line of JR East. There are Limited Express Saphir Odoriko and Odoriko services, which require an additional ticket, but they are for tourists going farther. All passengers going from Shinagawa to Yokohama and vice versa choose stopping services, which call at two stations.

There are also Keihin-Tohoku Line and Yokosuka Line, both of which are operated by JR East as well. Keihin-Tohoku Line lies parallel to Tokaido Main Line, but has more small stations. Yokosuka Line trains run a little different route between Shinagawa and Yokohama. Trains on both lines take longer than Tokaido Main Line services.

According to official documents, the distance between Shinagawa and Yokohama stations on Tokaido Main Line is 22.0 km (13.7 miles), while that of Keikyu is 22.2 km (13.8 miles), so almost the same.

Fares

Both Keikyu and JR East adopt distance-based scheme, but the routes between Shinagawa and Yokohama is an exception. Both companies apply special fares to compete with each other. A single fare ticket of Keikyu costs 310 yen (10 yen cheaper than what is supposed to be), while that of JR East (whichever route) costs 300 yen, which is supposed to be 400 yen.

Rolling stock

Keikyu 2100 series

Keikyu uses 600 series, 1000 series, 1500 series and 2100 series. The first three are mostly consisted of longitudinal seating, while the 2100 series have transverse seating. It would be a great time to spend time on the 2100 series unless all seats are occupied.

JR East E231 series

JR East uses E231 series and E233 series. Both trains are mainly consisted of longitudinal seating. Unlike Keikyu, they have Green Cars (first class) with better seats than the Keikyu 2100 series, but a Green Car ticket is necessary in addition to a standard fare ticket.

Journey times and frequency

As there were little differences of fares and rolling stock accommodation, journey times and service frequency are the keys to the race between the two companies. Is Keikyu really fast and convenient?

Shinagawa - Yokohama (daytime)

	Keikyu Main Line	Tokaido Main Line
Journey time	17 min	16-18 min
Frequency	6 per hour	6 per hour

At the daytime, there is almost no difference between them. Both trains from Shinagawa to Yokohama and those from Yokohama to Shinagawa are the same. Tokaido Main Line services mostly take 18 minutes, so Keikyu's "Kaitoku" services are usually one minute shorter than JR. Keikyu trains tend to be slightly less crowded than Tokaido Line trains.

Yokohama to Shinagawa (7-8 am on weekdays)

	Keikyu Main Line	Tokaido Main Line
Journey time	27-32 min	19-21 min
Frequency	11 per hour	13 per hour

However, Keikyu trains are far slower than Tokaido Line trains at morning peak hours. There are several "Tokkyu" services in addition to "Kaitoku" services, but none of them can win the race with Tokaido Line. This is frankly disgraceful.

The journey times of Keikyu at morning rush hours are even longer than trains on the other two JR routes, which are not rivals of Keikyu at off-peak. Yokosuka Line trains, with 11 services between 7 and 8 am, take 23-25 minutes. Moreover, Keihin-Tohoku Line trains, with 17 services at the same time, take 29-32 minutes. It is shocking that stopping services of Keihin-Tohoku Line sometimes run faster than Keikyu, despite their maximum speed is just 90 km/h (56 MPH) and they call at eight stations including Shinagawa.

E233 series on Keihin-Tohoku Line

A Keikyu train actually loses a race against a Keihin-Tohoku Line train. For example, a "Kaitoku" (note that this is the fastest service pattern) leaving Yokohama at 8:00 arrives Shinagawa at 8:32, calling only at Keikyu Kawasaki and Keikyu Kamata. Meanwhile, a Keihin-Tohoku Line stopping service leaving Yokohama at 8:00 arrives Shinagawa at 8:29, three minutes earlier despite stops at seven stations in between.

Why is Keikyu so slow?

Then, why are Keikyu trains so slow at morning peak times contrary to what is widely believed? There must be three major reasons as described below.

Keikyu 1000 series on stopping service

First, Keikyu Main Line is double track throughout, but there are several service patterns from "Kaitoku" and "Tokkyu" to stopping services. There are more services during rush hours than the daytime, so the entire line is crowded by trains. Fast services overtake stopping services at several stations, but sometimes they have to slow down significantly while a stopping service prepares to be overtaken. Meanwhile, Tokaido Main Line trains do not overtake any other service between Yokohama and Shinagawa, nor do those on Yokosuka and Keihin-Tohoku Lines.

Shinagawa station

Second, "Kaitoku" and "Tokkyu" are formed of 12 coaches at peak hours, but four of them are detached and terminate at Shinagawa. This requires more time than usual to vacate the platform, forcing other trains to wait for a while.

Keikyu 2000 series for Haneda Airport

Third, Keikyu has a branch line towards Haneda Airport. Keikyu Airport Line branches off at Keikyu Kamata, but trains from south (Yokohama) have to reverse at the station, taking longer than others to clear the blocked section.

Conclusion

	Keikyu Main Line	Tokaido Main Line
Journey time (peak)	27-32 min	19-21 min
Journey time (off-peak)	17 min	16-18 min
Frequency (peak)	11 per hour	13 per hour
Frequency (off-peak)	6 per hour	6 per hour
Single fare	310 yen	300 yen

Is Keikyu really fast? With regard to stations between Shinagawa in Tokyo and Yokohama, the answer is mostly NO. At the daytime, most Keikyu trains run merely a minute shorter than Tokaido Main Line, but it has little impact on the race. During rush hours, Keikyu is dreadful, as trains are far slower than the rivals and even slower than Keihin-Tohoku Line. The fact is shocking but the truth. It is a valuable lesson that enthusiasts often dream of something not true, and rumours often contain inaccuracy.