Shonan-Shinjuku Line and its rivals

Shonan-Shinjuku Line Map (General)

Shonan-Shinjuku Line is a major railway service in Tokyo, operated by JR East. Like Thameslink in London, Shonan-Shinjuku Line offers services from north to south and vice versa, going through the centre of the capital. It was first commenced in late-2001, and soon expanded again and again. Today, it is regarded as one of the most important and successful railway network in Japan.

Shonan-Shinjuku Line Map (Technical)

Technically, Shonan-Shinjuku Line is not registered on an official document. It consists of several existing lines as shown above. Before the Shonan-Shinjuku Line was launched, almost of all services on those lines started or terminated at Tokyo or Ueno, and all passengers had to take another train to continue their journeys. Shonan-Shinjuku Line, which provides direct services between them, made train journeys in the Greater Tokyo Area far more convenient and less troublesome than ever before.

E231 series for Shonan-Shinjuku Line

As JR East launched the Shonan-Shinjuku Line, rivals had to reconsider their strategies. To be specific, Tokyu and Odakyu have been working hard to win the competition against JR East, many of which have also been successful.

5000 series on Tokyu Toyoko Line

Tokyu Toyoko Line competes with Shonan-Shinjuku Line between Yokohama and Shibuya. Toyoko Line had been served by stopping and express services until March 2001, but Tokyu introduced a faster one (limited express). Tokyu has also been in competition with JR East between Yokohama and Shinjuku or even Ikebukuro since 2013, when through-services of Toyoko Line and Tokyo Metro Fukutoshin Line started. Tables below show their performance. Both Tokyu and JR East offer their fast services every 15 minutes.

Yokohama - Shibuya

	Journey time	Single fare
JR East	25-28 minutes	400 yen
Tokyu	27 minutes	280 yen

Yokohama - Shinjuku*

	Journey time	Single fare
JR East	30-33 minutes	570 yen
Tokyu	34 minutes	450 yen

*Shinjuku station of JR East and Shinjuku-sanchome station of Tokyo Metro.

Yokohama - Ikebukuro

	Journey time	Single fare
JR East	36-42 minutes	650 yen
Tokyu	41 minutes	480 yen

The tables show that fastest services of Shonan-Shinjuku Line are slightly faster than Tokyu's limited express, but fares are quite different. No wonder why many passengers from Yokohama prefer Tokyu to JR East.

Odakyu 3000 series

Odakyu also competes with Shonan-Shinjuku Line between Fujisawa and Shinjuku as well as Odawara and Shinjuku. Odakyu has been providing Romancecar services, which are even faster but expensive. Thus, the company introduced Shonan Express between Fujisawa and Shinjuku in 2002, which does not require any additional ticket. It was rearranged to Rapid Express in 2004, and most people prefer Odakyu to JR East.

Fujisawa - Shinjuku

	Journey time	Single fare	Frequency
JR East	49 minutes	900 yen	2 per hour
Odakyu	57 minutes	600 yen	3 per hour

Odawara - Shinjuku

	Journey time	Single fare	Frequency
JR East	77 minutes	1,520 yen	1 per hour
Odakyu	89 minutes	900 yen	3 per hour

It is even clearer than the JR-Tokyu competition that Odakyu takes longer but way cheaper than Shonan-Shinjuku Line. A return journey between Odawara and Shinjuku via Odakyu saves more than 1,200 yen, enough to have a wonderful lunch at a restaurant in Tokyo.

Tokyu and Odakyu provide cheaper services, but it does not mean at all that Shonan-Shinjuku Line is useless, as not all passengers can use an alternative option to JR East. In addition, if there had been no Shonan-Shinjuku Line, neither private railways would have changed their timetables with fast and reasonable train services. It might be a rare example of successful competition that is beneficial for railway users.

Green Car, Free of Charge

185 series repainted like a train in the early-60s.

In Japan, some JR trains have first class coaches called Green Car(s). The reason why first class is called as such is because the coaches had a pale green stripe to distinguish themselves from standard class coaches together with a clover mark that is still in use. Japanese National Railways adopted such a livery in 1960, and first class tickets were also green. Since 1969, first class coach has been called Green Car, and JNR removed the pale stripe in 1978.

211 series Green Cars in 2012

In the Greater Tokyo Area, JR East provides Green Car services on its suburban trains. To be specific, Takasaki, Tokaido Main and Utsunomiya Lines (also known as Shonan-Shinjuku or Ueno Tokyo Lines), Sobu Rapid and Yokosuka Lines (including services towards Narita Airport and other relevant lines in Chiba Prefecture) and Joban Line. Green Cars of suburban trains on these lines are now all double-decker.

Needless to say, you have to purchase a Green Car ticket in addition to an ordinary fare ticket. As of 2022, a Green Car ticket for suburban trains in the Greater Tokyo Area costs 580-1,260 yen. The price is cheaper when you purchase at the weekend and before getting on a train.

However, you can take a seat on a Green Car without paying extra in very limited cases, as described below.

Coaches nos. 4 and 5 of E531 series are Green Cars as well

In rare instances, a very few Joban Line trains between Tsuchiura and Iwaki provide de facto free Green Car service. Such a service is never announced in advance. It is said that not a few local residents attempt to be on a "precious" seat, though no light refreshments are available and seats are often set backwards.

E501 series has standard class seating only

Why is there such a case? The reason is simple: because the train is not supposed to have Green Car coaches. Stopping services in this area are provided mainly by E531 series, but some of them are E501 series. Each 10-car E531 series unit has two Green Cars, but no E501 series unit does. When there is a lack of the E501 series, an E531 series train is used instead. Hence, there are free Green Cars.

E231 series on Shonan-Shinjuku Line

There were a few other cases in the past. Some E231 series on Takasaki and Utsunomiya Lines had free Green Cars from 1 Jul to 16 Oct 2004. Furthermore, several E531 series trains on Joban Line had ones as well from 6 Jan to 17 Mar 2007. They were temporary as Green Cars were gradually inserted to all units at that time. Presumably, staffs of JR East considered it would be wise to make them free for a while as they would attract potential passengers paying extra after Green Car service was duly launched.

E233 series on Chuo Line

A similar temporary scheme will possibly be adopted again in Tokyo soon. JR East is preparing for Green Car service on Chuo Line (Rapid), which is scheduled to be launched in March 2025. Since it will take at least several months for all units to have first class coaches, they could be treated as de facto free Green Cars for a while. There is no relevant official announcement from the company so far, but based on precedents, the temporary measure is likely to be adopted in January 2025 – unless JR East is mean enough to shut all doors.

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.