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 One of them is NOT having any farewell event when a train is withdrawn.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old trains are gradually replaced with newer ones, it is not difficult for enthusiasts to predict when they will be withdrawn.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