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JR Central KiHa 85 series was withdrawn from Limited Express Hida;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

Confusing routes, confusing displays

On Saturday 18 March 2023, two new lines were added to Tokyo's railway network: Sotetsu and Tokyu Shin-Yokohama lines. Sotetsu Shin-Yokohama line was extended from Hazawa yokohama-kokudai (hereinafter referred to as Hazawa YK) to Shin-Yokohama, while Tokyu Shin-Yokohama line was opened from Shin-Yokohama to Hiyoshi. There are now hundreds of through-services every day from Sotetsu to Tokyo via Tokyu lines and vice versa.

As the biggest railway project in more than a decade has been completed at last, it is expected that Shin-Yokohama, an interchange station of Tokaido Shinkansen high-speed rail, will be even more convenient and easier to access for people not just in Kanagawa Prefecture but also western part of Greater Tokyo.

However, when I visited the new stations on the very first day, I found that the new through-services are confusing and even chaotic as described below.

This is a route map on a wall. It covers all stations managed by SEVEN railway companies that the new through-services would call at: namely Sotetsu lines as well as JR Saikyo line, Tokyu Meguro and Toyoko lines, Tokyo Metro Fukutoshin and Namboku lines, Toei Mita line, Saitama Railway Saitama Stadium line and Tobu Tojo line. It is extremely hard to find one's destination without help.

Destination displays show confusing information as well. In Japan, trains that call at every station are generally written as "Local" with white (or black) letters. But this display is so colourful that it is not easy to comprehend what do they mean. Displays on trains also adopt the same colour patterns. Apparently not a good idea for those with colour vision deficiency.

The colourful displays indicate routes of each train, as (hopefully) the map above shows. Since trains for Tokyu Toyoko line and others for JR Saikyo line run towards the same direction, it is vital to make it clear which line does the train go. For example, there are trains for Ikebukuro via Tokyu Toyoko and Tokyo Metro Fukutoshin lines and others via JR Saikyo line. The most confusing ones can be observed in the weekend morning: a train departing Hazawa YK at 7:51 is for Kawagoe via Saikyo line, while another one at 7:55 is for Kawagoeshi via Toyoko, Fukutoshin and Tobu Tojo lines. Both trains call at Ikebukuro despite they run completely different lines. Not a few passengers will certainly take a wrong train and thus pay 140 yen more than what was supposed to be.

Any timetable revision always causes a certain level of misunderstanding and confusion, but the Sotetsu-Tokyu through-services are hard for everyone. Generally speaking, a new railway is something to be welcomed, but these new ones are quite tricky.

Keikyu Once More...or Three Times More

In June 2010, Keikyu 1000 series retired after being in service for more than 50 years. The 1000 series was known as the most numerous "type" (but not "series") among all private railways’ trains, and it was the most well-known Keikyu train.

Meanwhile in Kagawa Prefecture (western Japan), a small private railway called Takamatsu-Kotohira Electric Railroad (hereinafter referred to as Kotoden) has been using resold-1000 series since 1988, but the company had never shown interest in the former owner of the trains. In 2018-21, a unit was covered with an advertisement of Keikyu services to and from Haneda Airport in Tokyo, but it obviously looked very different from the original livery of Keikyu 1000 series.

Therefore, Kotoden Charter Association, a group of Keikyu enthusiasts, decided to initiate a crowdfunding programme to restore a train to the original style. Since it was regarded by Kotoden as a train advertisement, it costed 15m yen (approx. 136k USD) for a two-year contract. This train ran Kotohira Line from 2019 to 2021.

The group carried out another crowdfunding in 2020 to repaint 1200 series (ex-Keikyu 700 series), and it was successful with a donation of 12m JPY (approx. 112k USD) in total. It ran Kotohira Line as well in 2020-21, and it sometimes joined to the other Keikyu-coloured train to be formed of four coaches, which reminded railway enthusiasts of what the old trains were used to be until the 2000s.

Moreover, the group successfully conducted the third crowdfunding to repaint another train on Nagao Line, which has been in service since 2022. This time there was a donation of roughly 9.7m JPY (approx. 84k USD). This unit No. 1305 was the last Keikyu 1000 series and its number is, as it happened, unchanged even today. This red train is scheduled to be operational until April.

Unlike in the United Kingdom, train preservation is not common in Japan due to various reasons including strict safety rules so that there had been very few cases that railway enthusiasts involved in restoring old trains for passenger services. However, things are gradually changing: thanks to crowdfunding services, railway enthusiasts have been more active than before to preserve their favourite trains since the late-2010s as companies cannot always maintain trains without trainspotters' help. Even if not like those in Britain, Japanese railway enthusiasts can contribute to railway companies than before not to allow trains just disappearing. The three successful projects by Kotoden Charter Association was probably one of the impetuses to change nerds' attitude.

Tokyu Shibuya station, 10 years on

Tokyo Metro 17000 series

Tokyu Toyoko line connects Shibuya in Tokyo and Yokohama, and it is one of the busiest railways in the Greater Tokyo Area. There have been through-services to Tokyo Metro Fukutoshin line, and by extension, Seibu Ikebukuro and Tobu Tojo lines since 2013. Today, Shibuya is effectively an underground station.

Tokyu 9000 series with a farewell sticker

Toyoko line was quite different until ten years ago. Before 16 March 2013, Toyoko line services did not go towards Fukutoshin line. There were some old trains that were withdrawn when the through-services commenced. Facilities at some stations looked different as well.

Shibuya station platforms had been located on this place since 1927 when Toyoko line opened. The building was dramatically refurbished in 1964 to deal with congestion and in preparation for the Tokyo Olympics. This wave-shaped roof had been known for nearly 50 years.

Shibuya station was a terminus of Toyoko line at that time so that there were bay platforms. The bay platform is not common in Tokyo because most stations are not dead-end. In central Tokyo, there are only a handful major termini that have such a feature: Asakusa (Tobu), Ikebukuro (Seibu and Tobu), Seibu-Shinjuku and Shinjuku (Keio and Odakyu).

Platforms at stations in Tokyo are generally straight, but Shibuya station platforms had tight curves, and they reminded me of stations like Cannon Street. Shibuya station was optimised for trains formed of eight coaches, roughly 160 metres (525 ft) long. It might sound long enough but actually it was not, as most trains in central Tokyo are longer than that.

Shibuya station platforms were extended again and again as trains became longer so that the platforms were narrow. No platform edge doors could have been installed here. As always, the more you went down the platform, the more you were likely to have a seat (as most people were reluctant to walk).

Shibuya station was relocated together with its adjacent station, Daikanyama (approximately a mile away). It is worth noting that the track and platform replacement work took less than four hours as the video above shows, thanks to the workers who had prepared for it for months.

The disused platforms were opened for public from 22 to 24 March 2013. A platform ticket (120 yen) was required to enter, but thousands of people visited the station to say goodbye to the 85-year-old platforms.

And then, the entire building was demolished. A skyscraper called Shibuya Stream was built on the site in 2018. It is worth noting that some viaducts are still in use for pedestrians, and I shall post another article about the ruins of them someday.

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!

Farewell, Tokyu 8500 series

The original style

Another iconic commuter train in Tokyo, Tokyu 8500 series, retired on Wednesday after being in service for nearly 48 years.

The 8500 series was introduced to Den-en-toshi Line in 1975-91, with 400 carriages in total. As Den-en-toshi Line was about to be rearranged and through-service to Hanzomon Line was to be launched, the 8500 series was designed in accordance with safety standards of underground trains at that time.

Almost of all units looked unchanged since the introduction except a few features such as destination blinds (initially roll signs but later replaced with displays). They had been known for their significant noise until the very end.

The 8500 series was apparently not a "cool" train. Since it was a type of commuter train, it is not hard to imagine that Tokyu focused on trains that can transport as many people as possible and as cheap as possible, rather than making them stylish and impressive. In other word, "economical", and probably that was why not many railway enthusiasts paid attention until recently.

The withdrawal of the 8500 series was supposed to be completed by the early-2010s, but it was deferred for nearly ten years. There were several reasons for the deferral. First, the Global Financial Crisis hit the business. Second, Japan Airlines, whose shares had been owned by Tokyu due to historical backgrounds, went bankrupt. As a consequence, Tokyu conceded that there was an initial loss of 9 billion yen (approx. 98 million USD) in 2010, and the total loss was expected to be even more. Third, Tokyu had another major railway project; through-services between Tokyu Toyoko and Tokyo Metro Fukutoshin Lines. Tokyu had to concentrate on the project by introducing brand new trains and refurbishing other trains. Needless to say, there were also many other things to invest such as new Shibuya station facilities. Hence, The replacement of the 8500 series took longer than initially anticipated.

Oimachi Line unit

The 8500 series had been used not only for Den-en-toshi Line (including relevant through-services) but also other Tokyu lines. A few carriages ran Toyoko Line until the late-1980s as a temporary measure, which most people do not remember well today. In 2003-19, several units that formed of five coaches were used for Oimachi Line as well. Their red stripes were repainted yellow and orange in 2006 to distinguish them from other 8500 series units on Den-en-toshi Line.

Bunkamura Train

The withdrawal of the 8500 series resumed in 2019 as 2020 series was introduced. The last unit on mainline was the 37th unit, which was registered on 4 Sep 1986 (three out of ten coaches were registered on 19 Aug 1987). Why did it have blue stripes instead of red? Because it was designated as Bunkamura Train, covered with advertisements of "multicultural complex" which consists of, for example, a concert hall and a theatre. The last one with original red stripes was sent for scrap in May 2022.

The one on Nagano Electric Railway

A few 8500 series carriages were resold to several small private railways in Japan, namely: Chichibu Railway in Saitama Prefecture (six carriages), Izukyu in Shizuoka Prefecture (one carriage) and Nagano Electric Railway (18 carriages). They are expected to be operational for coming years, but might not last long. Nagano Railway plans to replace them with new trains (either brand new or second-hand ones) by March 2029.

A sticker commemorating the "400th" anniversary

Since 26 December, two four-carriage units of Keikyu 600 series have got stickers under a windscreen. On the one hand, it commemorates the 50th anniversary of Kawasaki Ward of Kawasaki City. In 1972, seven wards were established as Kawasaki City became a government ordinance city. The government ordinance city is an important term when it comes to devolution, but this article does not focus on it.

On the other hand, it reads "TOKAIDO KAWASAKI SHUKU 400TH". It apparently shows the 400th anniversary of something, but what is Tokaido Kawasaki Shuku? The first word sounds like Tokaido Main Line, one of the most important railway in Japan, but do they have a connection with each other? The answer is yes. Those who have studied Japanese history must know it and might have already realised what does this sticker mean.

Tokaido was the most important route that dates back to the 8th century. The route has changed as the time passed, and the most well-known Tokaido is not so old. It was developed in 1601 as the most important road connecting Edo (now Tokyo) and Kyoto. As the route was designed to be heavily used by travellers and couriers, there were post station towns consisted of various facilities including inns and horse stables.

There were 53 stations between Nihombashi in Edo and Sanjo Ohashi in Kyoto, and thus they were called Tokaido Gojusan-tsugi (lit. 53 stations of the Tokaido). A series of ukiyo-e woodcut prints with the same name, created by Utagawa Hiroshige, is well known across the world.

The Kawasaki-shuku (also pronounced as Kawasaki-juku), established in 1623, was the second post station after Shinagawa-shuku. Initially, there was no post station between Shinagawa and Kanagawa, but the distance between these two stations was approximately 12.2 miles, so long for horses running at high speed that the Tokugawa Shogunate (de facto government) decided to establish another station in between. The photo above is the road exactly what was called Tokaido in the Edo period (1603-1868), and the signboard next to a traffic signal reads "Tokaido Kawasaki Shuku".

Tama River and Kawasaki-shuku

There is a small museum called Tokaido Kawasaki Shuku Koryukan. This model shows how was the area used to be in the 17th century. It was not so far from Edo (approximately 11 miles to Nihombashi), but not a few people had to spend days here when water levels of Tama River rose and thus no boat service was available.

The Kawasaki-shuku was mostly ruined by the end of the Edo period due to financial difficulties. It is said that one day in 1857, Townsend Harris (the first American Consul General to Japan) planned to stay here for the night but had to change his schedule because of poor facilities. The shuku finally came to an end when Kawasaki station of the first railway in Japan opened in 1872.

Kawasakidaishi - Higashimonzen, 5 Jan 2023

Coming back to the year 2022, Kawasaki City office decided to promote the anniversary so that the logo, created by an ordinary office worker, has been chosen for programmes and events that the City office plans to carry out.

According to Keikyu, the two trains will have the stickers until 28 January. They mainly run on Daishi Line, and their schedules are available here unless they are not in service or run other lines of the network.

Trams in Kyoto, when formed of two cars

Kyoto was once very well known for trams. Kyoto City Tram opened in 1895 as the very first electric railway in Japan, but all lines were closed by 1978 amid heavy traffic jams. However, there are a few trams in the ancient capital, one of which is Keifuku (also known as Randen). Keifuku has two lines: Arashiyama Main Line and Kitano Line. Both lines are used by commuters, students and tourists.

Services are generally formed of a single tramcar, but a few during rush hours are formed of two. Furthermore, when the city is crowded by tourists, all services consist of two cars at the weekend. November is the best season for watching autumn foliage so that many people from nearby cities and prefectures visit Arashiyama area.

In such a case, a rare train can be seen. Keifuku's trains have been painted purple since 2010 (with few exceptions), but this one is still painted dark ivory and dark green, the traditional livery dating back to 1936. No. 301 is the only operational car that still keeps its original livery, and it usually runs only during rush hours.

Arashiyama is famous for magnificent views from Sagano Scenic Railway. Kyoto is an ancient capital, but also a place where railway trip brings you a lot of fun.

Keisei Derailment 2022 - what we know so far?

京成線、隣の電車が脱線してたけどあと少し手前に来てたら巻き添え食らってたかも… pic.twitter.com/VQswlpkyFC

— ガセッティ (@gasettist) November 17, 2022

At 10:21 am on Thursday 17 November, a train derailed at a depot near Keisei-Takasago station in the east of Tokyo. According to a document issued by Keisei, the derailed train was empty coaching stock that was supposed to terminate at the very depot (i.e. no passenger onboard). It blocked tracks of Keisei Main Line and Hokuso Line for more than ten hours, and thus resulted in part suspension of service that lasted until 8:49 pm. Nobody injured according to the Police Agency.

Skyliner approaching Keisei-Takasago station

Keisei-Takasago is a hub station, as there is a depot nearby and Hokuso Line branches off. All Skyliner services that connect Narita Airport and Ueno, and major commuter trains to and from Ueno and Toei Asakusa Line (underground) run. All of these services have been cancelled due to the derailment, and the accident severely affected not only local residents but also businesspeople and tourists (including those from abroad).

ジャッキ外れて車両が落ちたよ😨
みんな怪我無くてよかった。#京成線 #高砂 #脱線 pic.twitter.com/lA1glqWwpl

— J (@beikoku_tanmou) November 17, 2022

It took longer than initially expected to resume services, as workers struggled to reinstate the train to the track. As the video shows, even jacking the train up was not always easy for them. The train was stored eight hours after the derailment, and now awaiting investigation conducted by both the company and the authorities.

The train derailed exactly at a point (or "railroad switch" in American English). According to mass media (such as TBS News), the driver reversed the train without authorisation as the train entered to a wrong track. If this description is correct, it is possible that the driver also overlooked a signal, as points and signals are generally interconnected.

Needless to say, train reversal without authorisation is a material breach of rules. He should have reported the mistake to the control room before going back. If the train had been on further, the train could have completely blocked mainline tracks and thus caused a major crash with other passenger services, or hit a person or a vehicle at a level crossing nearby. The investigation is still at an early stage, but it is highly likely that the driver involved will face a punishment if not criminal.

Keisei 3700 series

The derailed train was unit No. 3788 of Keisei 3700 series, which was registered for mainline use on 1 March 1996. The unit will certainly be taken out of service and stored for months whilst investigation is carried out. Since it is nearly 27 years old (and thus not new at all), and the crucial front carriage was severely damaged, it is not certain whether the company will repair the train and reinstate it to services or send them for scrap.

Two Rinkai lines

If you have been on a train in Tokyo, you might have heard of Rinkai line at least once. JR East's onboard English announcement calls it "Tokyo Rinkai Kosoku Tetsudo Rinkai Line", which is merely a transliteration of the official Japanese name. This is frankly absurd, as there is an official English name, Tokyo Waterfront Railway. Anyway, there is a railway called Rinkai Line.

However, there is another Rinkai line in Tokyo, which is officially called Tokyo Rinkai Shin-Kotsu Rinkai Line. Aren't they the same? No, they aren't. Are they operated by the same company? No, they aren't. Do they serve the same area? Yes, they do. What a confusing story it is!

Tokyo Waterfront Railway Rinkai Line – which I would call it the "genuine Rinkai Line" - is, however, not registered on public documents. Its official name is "Rinkai Fukutoshin Line" (lit. Waterfront Subcentre Line). The line was called as such when it opened in 1996, but it has been called Rinkai Line since 2000 (otherwise it must be extremely confusing especially after Tokyo Metro Fukutoshin Line was opened in 2008). Rinkai Line connects Osaki (an interchange station with JR Yamanote Line) and Shin-Kiba (an interchange station with JR Keiyo and Tokyo Metro Yurakucho lines). As the word "waterfront" suggests, trains run newly developed areas very close to Tokyo Bay.

More than 99% of the entire population have never heard of Tokyo Rinkai Shin-Kotsu Rinkai Line (lit. "Tokyo Waterfront New Transit Rinkai Line"), but not a few people know its nickname: Yurikamome. It is an automated guided transit, perhaps the most famous one in Japan. Yurikamome opened in 1995, about five months earlier than TWR Rinkai Line (the "genuine" one). Today, Yurikamome connects Shimbashi and Toyosu, and many foreign tourists have also visited the area before the pandemic.

Are these two lines lie closely? They do. Yurikamome steps across TWR Rinkai Line twice near Daiba and Ariake stations. They run parallel for nearly a mile, though they cannot see each other as TWR Rinkai Line is mostly underground. Ariake station on Yurikamome and Kokusai-tenjijo station on TWR Rinkai Line are the closest interchange, as there are less than 300 yards.

Finally, isn't there a risk of confusion. Mostly no, as 999 out of 1,000 people would not call Yurikamome's official name. In most cases, "Rinkai Line" refers to TWR, not the automated guided transit.