25 February, 2023

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 There were some old trains that were withdrawn when the through-services commenced.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.

18 February, 2023

Introduction - 50 years on: a Comparison (part 0)

Introduction - 50 years on: a Comparison (part 0)

From April, a new series of articles about how railways in Japan have changed in the last 50 years starts, using this 1973 timetables. This old book contains all railways and some ferry services provided by Japanese National Railways.

The period from the mid-1960s to the mid-70s is often said to be the golden era of JNR as there had been various long-distance services (including night trains) as well as more rural railways than we have today. However, JNR had not been pursuing convenient services at that time as it focused too much on long-distance and freight trains. Commuter rails in Tokyo were mostly improved by the early-1970s as "Operation Five Directions" (constructing quadruple-tracks) succeeded, but commuter and suburban trains in Nagoya and Osaka areas had effectively been abandoned. Other cities like Sendai, Niigata, Hiroshima and Fukuoka areas had far fewer trains than today as well. Even not a few rural railways were less useful than today. It might be interesting to compare them with current JR services.


The only thing I had which related to UK joining the EC (or maybe not)

What kind events were there in 1973? The United Kingdom joined the European Community together with Denmark and Ireland. Roe v Wade, one of the most well-known judgment was delivered in the United States. The Vietnam War ended as an agreement was concluded by the parties. In Japan, the largest number of newborn babies were recorded, Kim Dae-jung (later-president of South Korea) was kidnapped by Korean officials in Tokyo, and there were two riots by commuters frustrated by industrial action.

There were also several news about Japanese railways: Negishi Line fully opened (extended from Yokodai to Ofuna), Musashino Line opened between Fuchuhommachi and Shim-Matsudo. San-yo Shinkansen was partly available between Shin-Osaka and Okayama as it opened in 1972. Steam trains were still in service, though it could not be found in the timetables.


In terms of rolling stock, not a few trains that are very well-known in Japan had already been in use, such as 103 series, 113 series, 115 series, 485 series, KiHa 20 series and KiHa 58 series.


I have conducted polls on Twitter and Mastodon, and the results were as follows.

 Commuter trains in Tokyo  6 
 Those in Nagoya and Osaka areas  1 
 Intercity services  8 
 Rural railways  9 

The polls showed that many people are particularly interested in rural railways (some of which are now called "Third-Sector" railways) and intercity services so that I will prepare for them accordingly, although other two topics will never be ignored. "50 years on: a Comparison" series starts on 8th April, and the first article will be something general (fares, service categories etc). Subsequent articles should be available every two weeks. Follow Mastodon or Twitter for the latest updates!

11 February, 2023

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 seriesKuHa 103-24719 Jul 1973
113 seriesKuHa 111-57034 Jun 1974
115 seriesMoHa 114-3164 Oct 1974
8000 series811130 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!

03 February, 2023

The Red List of Trains in Japan (Feb-2023 update)

The Red List of Trains in Japan has been updated with 21 new articles as listed below, all of which are Kintetsu trains in Nagoya and Osaka areas.

I am not a Kintetsu expert, and Kintetsu has been notorious for its extremely confusing methods of numbering so that some articles might contain minor errors (although I tried my best). Please also note that the list below does not cover all Kintetsu rolling stock.



Information about recent changes on "Current Status" can be found HERE!

28 January, 2023

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.