Showing posts with label 2.4 JR West. Show all posts
Showing posts with label 2.4 JR West. Show all posts

14 December, 2024

2025 Timetable Changes on JR Network

Seven JR companies have published details about the timetable revision that takes place on Saturday 15 March 2025. Compared to the previous year, there are not so many changes. However, two out of five intercity trains that were labelled "Limited Express that could be discontinued" end a day before the revision. This article describes what will change within three months.


JR Hokkaido

Limited Express Taisetsu, a long-distance intercity service between Asahikawa and Abashiri, will be downgraded to Special Rapid with the same name. To attract more passengers, the company decided to make the service more affordable by rearranging the service to Special Rapid, which does not require a limited express ticket. The journey time will mostly be unchanged.

Some other limited express services will call at fewer stations than they do at present, resulting in a significant reduction of journey time. For example, Limited Express Ozora 7 from Sapporo to Kushiro will take 3 hours 54 minutes, 31 minutes shorter than the current timetable.

Five stations on rural lines will be permanently closed, namely Higashi-Nemuro and Higashi-Takikawa stations on Nemuro Main Line as well as Bakkai, Minami-Horonobe and Onoppunai stations on Soya Main Line. After the Higashi-Nemuro closure, Nemuro will be the easternmost railway station in Japan.


JR East

More E8 series bullet trains will be introduced to Yamagata Shinkansen, and E3 series will be withdrawn by March 2026. When the replacement completes, the journey time between Tokyo and Yamagata is expected to be reduced further as the E8 series can run faster than the E3 series.


All Chuo Line (Rapid) commuter trains including those run as far as Ome will be formed of 12 coaches. Green Car (first class coaches) are currently free of charge, but a special fare will be applied from 15 March. JR East considers that the new Green Cars will provide more opportunities for exhausted commuters to have a seat. Limited Express Hachioji and Ome that run during rush hours will be discontinued as the new Green Cars will suffice.


Keiyo and Tokaido Line services will be reduced due to a slight decline in demand, while more services will be available on Musashino, Nambu and Yamanote Lines as well as Nikko Line due to an increase in demand. Driver-only operation will be implemented on certain lines including Nambu Line and Joban (Local) Line.


JR Central

No major change is planned. However, it is worth noting that approximately one in two restrooms on Tokaido Shinkansen trains will be for women, up from one in four. The change will take place from this month and complete by mid-March.

While the official announcement does not refer to, 211 series, a type of suburban train now runs only in Shizuoka, is likely to retire by March 2025.


JR West

As Expo 2025 will be held in Osaka, there will be extra services for those visiting the site during the World Expo, not only commuter rails such as Osaka Loop Line but also high-speed rails.

"Ure seat" service, a seat reservation scheme that has already been adopted in Kansai region, will be expanded to Fukuchiyama (Takarazuka) and San'in Main (Sagano) Lines as well as Tokaido Main Line (Kyoto and Biwako Lines) between Osaka and Yasu.


Limited Express Mahoroba that runs between Shin-Osaka or Osaka and Nara during high seasons will run daily. According to another document by JR West, there will be decorated train units specifically for the service.


JR Shikoku

Compared to other companies, JR Shikoku has made more disappointing decisions as the ridership continues to decline while local residents and businesspeople prefer road transport. Limited Express Muroto between Tokushima and Mugi, which has been wondered by many railway enthusiasts for years why it still runs, will be discontinued at last.

In addition, Limited Express Shimanto (Takamatsu – Kochi), Tsurugisan (Tokushima - Awa-Ikeda) as well as Uzushio (Takamatsu - Tokushima) will be reduced. All Uzushio services will start from or terminate at Takamatsu, and none of them will run as far as Okayama.


There is also good news. Train services on rural lines will be evened out further, making them easier to understand. It suggests that JR Shikoku has been improving regional trains to make them convenient for students and elderly people, rather than competing with motorways by concentrating on intercity trains.


JR Kyushu

As train congestion has been getting worse as the ridership recovers after the COVID-19 pandemic, JR Kyushu has been trying their best to ease it while not introducing new trains. This is mostly achieved by removing seats on trains, which leads to passenger dissatisfaction with the regional train services, but JR Kyushu rules out the introduction of new trains anytime soon.


In other news, a new station on Nippo Main Line will open near Sengan-en, a large Japanese garden in Kagoshima city and a part of the UNESCO World Heritage Site. It has been notorious for being far from Kagoshima station. The new station will be less than five minutes on foot from the main gate of the garden.


JR Freight

JR Freight has been improving its services as rail transport is greener. The shortage of lorry drivers also leads to an increase in demand. Hence, the company has decided to provide more trains that are faster than today. For example, a train from Sapporo to Hiroshima will take 31 hours 11 minutes, 9 hours 12 minutes shorter than the current timetable. While most people are not familiar with freight trains, the timetable revision hopefully results in a positive economic consequences.


For detail, check official press release pages as listed below.

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09 June, 2024

381 series, the final week

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

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


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


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


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

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


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


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

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06 April, 2024

The New Yakumo

Today, a brand new 273 series train entered into limited express Yakumo services that connect Okayama and Izumoshi in western Japan. This article focuses on the new and old trains and briefly looks back its history with timetables.


Origin of its name

Day-time limited express trains of Japanese National Railways and JR Group are usually named after birds or names of places. For example, Shirasagi (Nagoya – Tsuruga) means egret and Azusa (Shinjuku – Matsumoto) was named after Azusa River. Yakumo is neither of them. Its origin is an ancient Japanese phrase "yakumo tatsu" (八雲立つ) that has been used in poems, first appeared in the oldest literary work in the country called Kojiki that dates back to 712 AD.

"Yakumo tatsu" literally means countless clouds coming up the sky, and this phrase is mostly followed by the word "Izumo" in ancient poems such as waka. Those who are interested in it should also check makura kotoba (lit. pillow words).


The new Yakumo

Limited Express Yakumo has been connecting Okayama and Izumoshi via San-yo Main, Hakubi and San'in Main Lines since 1982, and it is 220 km (137 miles) long. There are 15 services a day on each direction (i.e. hourly), though some of them do not run on certain days. The fastest service takes 2 hours and 57 minutes.

The 273 series was developed specifically for Yakumo. Hakubi Line is known for having tight curves with steep gradients as well as heavy snow in winter. These severe conditions did not allow ordinary trains running fast safely and comfortably so that JR West decided to introduce the brand new trains rather than reallocating redundant train units from other places. According to the company, computer-controlled tilting features of the 273 series make train far more comfortable than old rolling stock.

Six out of 15 Yakumo services are provided by the new trains so far, and the other nine will also be the 273 series by 15 June this year. Each service is formed of four coaches, but some of them could be formed of eight during holidays.


Old Yakumo

381 series has been in service since electrification of Hakubi and San'in Main Line in 1982. Today, it is often called the last electric train that Japanese National Railways introduced. Though it is highly popular among railway enthusiasts in these days, it had been infamous for uncomfortable rolling as local TV station reported so just three months after the introduction.


There are a few reasons why the 381 series is so uncomfortable. One of them is that because its tilting feature is not computer-controlled but dependent on centrifugal force. The train tilts a few seconds after entering a curve and restores to the original position a few seconds after leaving the curve.

JR West converted a few intermediate carriages to so-called "Panorama Green Car", first class which passengers can enjoy views while on a train, but it was not clear whether it could distract them from motion sickness.


All remaining 381 series carriages were dramatically refurbished in 2007-11. JR West calls them "yuttari Yakumo", which means "relaxing Yakumo". However, even with new seats and clean toilets did not improve the bumpy ride and rolling. Hence, railway enthusiasts made parodies of the brand: "guttari Yakumo" (lit. "exhausting Yakumo") or even "guttari hakumo" (lit. "exhausting & vomiting").

The last regular service provided by the 381 series will be Yakumo 1 (Okayama 7:05 → Izumoshi 10:18) on Saturday 15 June 2024. However, the company notes that a few 381 series units might be used during holidays and when there is a lack of available train. It is expected that the old train remains for a while, possibly until early-2025.


Comparing timetables

It might be interesting to compare old timetables. Here are fastest Yakumo services in 2024, 1982, 1973 and 1968.

Alphabets for coach layouts mean as follows:
G for Green Car (first class) with seat reservation,
D for a dining car,
N for standard class WITHOUT seat reservation, and
R for standard class WITH seat reservation.





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24 February, 2024

Railways that are on the verge of permanent closure

As this blog described before, the Japanese Government and railway companies have been discussing about the fate of rural railways that run sparsely populated areas. Most of such railways were constructed before the Second World War, mainly for freight trains transporting coal or wood. They were designed for light freight trains running at slow speed so that they became outdated after the War. Hence, the central and local governments constructed well-maintained roads that connect towns and villages far shorter than those railways. As a result, they have not been used by local residents for nearly or even more than half a century.

On Tuesday 13 February 2024, I visited two railways in western Japan that are placed on top of the "endangered railways" list: Geibi and Kisuki lines. They are two least used railways that JR West has been operating. Here is what I thought about them with a few photos.


Geibi line

Geibi line is a 160 km (100 miles) long railway that connects Bitchu-Kojiro station in Okayama Prefecture and Hiroshima station. The line from Hiroshima to Shimo-Fukawa has been heavily used by commuters and students, while that between Bingo-Ochiai and Tojo is miserable as there are less than 20 passengers a day. According to statistics, it costs approximately 25,000 yen to earn a revenue of 100 yen there.


The line starts from Bitchu-Kojiro, but all services are extended to Niimi station, which is close to the city centre. Niimi is an interchange station with two more lines available: Hakubi line towards Okayama or Yonago (de facto main line) and Kishin line towards Tsuyama (another rural railway). There are six Geibi line services but three of them terminate at Tojo, so there are only three trains a day between Tojo and Bingo-Ochiai.


The service 443D to Bingo-Ochiai departed Niimi at 1 pm with just five passengers in total: three railway enthusiasts including me, a high-school girl and an elderly woman. The latter two alighted from the train within 20 minutes, and another elderly man came in to the train and left at Tojo. The train ran in the middle of nowhere with no other local resident onboard.


Rural railways in western Japan are sluggish as JR West has imposed extremely slow speed limits on curves, tunnels and bridges. They were due to minimise the maintenance cost, and the 25 km/h (15.5 mph) restrictions are lowered to 15 km/h (9 mph) when raining or snowing. However, even if there had been no such limits, trains would not have been fast enough to win a race against cars.


The train entered into Hiroshima Prefecture just before arriving at Tojo station, which is one of few major stations but only has eight users per day. I must say that I could not find anything particularly interesting there, but there was one thing that attracted me 20 minutes later at Uchina station. It seemed that a volunteer sometimes decorated the station with lovely flowers on the pole. It was said to be "heavily" used by local residents back in the 1980s…though merely around 10 people a day then.


The train arrived at Bingo-Ochiai, probably the least busiest interchange station in Japan. All Geibi line services in this area start from or terminate at here so that all passengers have to change trains. Kisuki line also branches off. It was once a bustling station as steam trains had to be refilled. According to a pamphlet, there were restaurants and even a ski resort near the station. It sharply declined when all steam trains were replaced with diesel ones in 1971, and there are only a handful buildings in the area today.


Kisuki line

Kisuki line is 82 km (51 miles) long and connects Bingo-Ochiai and Shinji. Actual distance between these stations is less than 48 km (30 miles), but the railway is longer than that as it locates in and between mountains. In spite of lengthy route and low speed, the line was served by a few express services that connected Hiroshima and Matsue until 1990, but they were completely superseded by buses on a motorway. There were only four passengers including me when the service 1462D left Bingo-Ochiai, and all of them must be railway enthusiasts. Probably it was the busiest among just three services on that day.


As soon as the train left Bingo-Ochiai, phone signals went out. The train ran slowly so that it took more than 10 minutes between stations. There was "Okuizumo Orochi Loop" between Miinohara and Izumo-Sakane. The National Route 314 has such a spiral loop to climb a mountain, while Kisuki line goes further east to do so. Cars were running at 60 km/h (obviously exceeding the speed limit) while the train ran at 25 km/h.


Kisuki line is often closed in winter. Not only Hokkaido and Tohoku region but also part of Chugoku region is prone to heavy snow. Fortunately, there was little snow as it was warmer than usual, but warm temperature in winter sometimes causes another problem: avalanche.


Kisuki line has a zig zag near Izumo-Sakane station. The train reversed twice before arriving at the station so that it took 17 minutes from Miinohara. As mentioned above, smartphones are mostly "no service" in the area so that anyone visiting the line should download a map in advance.


Approaching Izumo-Sakane. There is a spring next to a station building and it is called "water of longevity" (延命水, enmei sui). There is a myth that a racoon dog that lived for more than 100 years loved this water. It has been certified by the authorities and anyone can drink it, but I could not do so as the train stopped only for three minutes.


The train reached to the civilisation. Kisuki is the largest intermediate station on the line that locates near the city centre of Unnan. There are vending machines and a supermarket in front of the station. There are 11 services a day towards Shinji, so it now sounds like a normal rural railway. There were around 15 passengers in total as the train went towards Shinji, where the train terminated.


The three-hour journey on Kisuki line finally came to an end. All passengers including me looked for San'in line service to Yonago, which departed shortly after the Kisuki line train's arrival. Even with extremely small number of service, it was not difficult to make a trip as train connections were good.


Personal views

I enjoyed the trip, but I also found neither lines could survive. There were only a handful of passengers on both trains, all of which were railway enthusiasts. There was literally no local resident near Bingo-Ochiai station, and it clearly shows that the railways have already fulfilled its role decades ago.

Many people blame ageing society and depopulation for the permanent closure of rural railways, but it is not always correct. Even with lots of young people, the railway would not have been used as those railways are far longer than roads. The railways were constructed when civil engineering was not developed enough, while roads were constructed with the latest technology. These railways are simply obsolete and susceptible to natural disaster, and I must concede that nothing can justify these railways. Safety, reliability, speed, comfortability and eco-friendliness…road transportation prevails the railways in all terms.

Some activists may argue that trains are always greener than cars, but it is simply wrong. Maintaining those railways require far more budget, resources and energy than keeping roads nearby available. Buses and taxi services will certainly be far more beneficial than trains for people living in this area. As elderly people have been struggling to drive a car, local governments should concentrate on alternative transports and delivery services as soon as possible rather than sticking to railways that no one uses.


Itinerary

The table below shows how did the journey go on. I stayed at a hotel in Yonago so that my entire trip was like a large circle. I had another business in Neu, so ignore the first two lines.

 Yonago  ( 6:08) → Neu  ( 6:33) 
 Neu  (11:53) → Niimi  (12:35) 
 Niimi  (13:02) → Bingo-Ochiai  (14:28) 
 Bingo-Ochiai  (14:43) → Shinji  (17:38) 
 Shinji  (17:44) → Yonago  (18:41) 

Those who plan to do a similar trip should carefully check timetables as some services do not run on certain days due to planned engineering work. It is also highly recommended to buy sufficient amount of water and food before getting on a train (there are two convenience stores near Niimi station). There is no need to worry about a toilet as the rolling stock on these lines has one.

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16 December, 2023

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.

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09 December, 2023

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 
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