Japan in 2013

JNR 103 Series were once among the most numerous trains in Japan. The remaining fleet are likely to see out their final years on commuter turns in the Osaka area. One such unit is pictured at Inari station with a service for Jöyö on the Nara line in Kyoto. 

A couple of conversations recently, both at work and at my model railway club have turned to discussing the railways of Japan. I had not quite realised that it will be 10 years this year since my visit on a family holiday back in August 2013.

A JR West series 381 unit arrives into Shin-Ōsaka. The rear of the unit features a high-level cab and is in the authors opinion much more interesting!

Railways are an essential backbone of Japan's transport system, and while this wasn't a trip specifically for the trains, there were plenty of opportunities to see them on our travels, and I also managed to spend a little of my free time away from the group exploring the railways at the expense of a few temples and the giant bamboo in Kyoto.

A series 185 approaches Urawa station in greater Tokyo, most likely with an Odoriko Limited Express. This series was retired form scheduled work in 2021. 

A 231 series Tokyo commuter EMU at Suidōbashi.

Aside from the famous 'Shinkansen' (Bullet Train) network which forms the fastest connections between most cities and is built to Standard Gauge, the remaining railways run on 3ft 6in (1,067mm) 'Cape Gauge'. I wrote about the Shinkansen shortly after I returned here, but aside from looking at some freight spots around Tokyo here, I never really published any of my pictures of Japans regular railways. 10 years on, it feels like now might be a good opportunity.

A JR West series 221 dating from 1989 calls at Nishiōji.

I knew that I did not have a lot of time to pursue trains on my visit, so I had done enough research before leaving the UK to at least have an idea of some of the trains I wanted to see, and where I might find them. As it turned out, I probably should have done a little more research into the tourist sights as well as to my surprise there was a lot more free, un-guided time on our trip than I had expected.

EF510 513 stands at Tokyo's Ueno station at the head of the
Hokutosai Limited Express Sleeper (or 'Blue Train') bound
for Sapporo. The train ran for two more years before being
withdrawn upon the opening of the Hokkaido Shinkansen.

At the time of my visit Japan's passenger operation was already an almost 100% unit operated railway. The only exception being a couple of loco hauled tourist trains and the very last of the overnight 'blue trains' which would finish just a few years later in 2016. The once large network of 'Blue Trains' had gradually been eroded over a large number of years by the expanding Shinkansen network, enabling journey times to be reduced and thus the need and demand for overnight travel also fell.

The stylised EMU's of the Narita Express,
one of the airport trains available in Tokyo,

The Tokyo area has a very dense rail network of commuter lines operated by modern air conditioned [much needed!] EMU's. Many of these are arguably not very exciting, away from the pure metro networks however more variety could be found with longer distance, and more interesting 'Limited Express' services which connect larger towns. These are generally the highest class of trains on the classic network with the Shinkansen now forming all high-speed intercity services. Away from Tokyo it is possible to find older EMU's on local services, these present much more character than some of the modern units and often carry much more traditional liveries.

Further afield still, away from core routes DMU's can be found working more rural services on the roughly 1/3 of the network which is not electrified. I did not encounter a huge number of these, but do recall seeing a few around Osaka and on a trip we made to Takayama. 

Takayama plays host to a KiHa 40 Series (left) and KiHa 85 Series DMU's. The former has been removed from service by JR central in 2016, but do retain limited work elsewhere. The 85 Series cling on to duties on the Takayama mainline, but are slated for replacement in 2023.

EF210 159 approaches Nishi-Kokobunji with a tank train. These locos were built from 1996 and have replaced many of the older types in the Tokyo area.

EF641011 at Omiya with a container train.

Locomotives, as already mentioned are almost exclusively used on freight services and can be found on many of the trunk routes away from the Shinkansen. Much of the traction at the time of my visit still dated from the 1960's with EF64, EF65 dominating traffic in the Tokyo area. Although numbers are reducing, these locomotives are still at working at the present time. One the locos which particularly interested me were the EF66's, featuring their distinctive sloped fronts. This class is split into two with the original locos (now all withdrawn) and a slightly more modern batch which featured a revised cab design. The original locos certainly look the most impressive, and while I managed to see two, neither produced especially good photographs.

Despite not being caught at the best angle EF66 36 shows off the features of the class as it passes with a Freight through Kyoto. This was the only example of the original EF66 series I would see working. 

Kawasaki built EF66 120 hauls a short tank train through
Nishi-Kokobunji on the Tokyo freight loop line.

The scarcest of traction to find are diesel locomotives. With almost all the main routes electrified these are scarcely seen outside of yards and indeed I do not recall seeing any working on my trip.

DE10 1592 is seen in the yard at Minami-Matsumoto. Note the unusual Bo-Co wheel arrangement.

With such a wide variety of EMU's on offer, and the Japanese trait for designing some rather quirky looking trains, it was almost inevitable that there would be some of particular interest. 

A 231 series Tokyo commuter EMU at Sendagaya.

A Series 111 EMU in 'Shonan' livery calls at Yamashina.
These units have now all been withdrawn, however similar
series 113 still retain some work.

Having developed a bit of a soft spot for the Dutch ICM 'Koplopper' [translates at 'Head Walker'] trains, when I discovered that similar looking units existed in Japan I certainly wanted to try to see some. This is one of the older designs of cab which have been used in Japan for Limited Express trains since the mid 1960's and at the time of my visit many of these original classes with their pointy above-gangway cab were still running, often in their original beige and red colour scheme. Even by 2014 however the use of these older trainsets was beginning to dwindle as replacement was well underway with sleek new trains, still with the distinctive overhead cab, replacing them on most of their routes.

10 years later, the original sets have now been almost entirely removed from service. The final tilting class 381 units which have a high cab at just one end are due to work their final duties during 2023.

My best attempt at capturing a high-cabbed series 189. This example working a Kounotori service from Ōsaka. 

The series 683 is an example of the more modern high-cabbed Limited Express units and is seen at Kyoto.

Extensive use of  'The Red List of Trains in Japan' was made in preparing this article. If you are interested in the railways or Japan, I certainly recommend giving it a look! 

The refurbished EF66 is still clinging on to life as of 2023. Here, EF66 129 is captured with a container train at Yamashina on the outskirts of Kyoto.

Where to find Freight in Tokyo?

A JNR EF64-1000 heads north through Omiya with an intermodal train. The weather was far from ideal but the interesting narrow-gauge Bo-Bo-Bo locomotive more than made up for it.

Japan is famous for its railways. As soon as one thinks of railways in Japan attention almost immediately turns to the famous Shinkansen or 'Bullet Trains'- maybe that explains why after my trip to the country in 2013 I wrote an article about these quite soon after my return (you can read it here if you missed it). But there is so much more to Japan's railways than this ultra-modern high speed system. The country boasts almost 14,000 miles of railway, much of it built to 1067mm narrow gauge (or 'cape gauge'). As well as seven national JR operators there are many totally private railways running across the country- together they carry well in excess of 20 billion people each year.

With the exception of the last half-handful of 'Blue [sleeper] trains' and some excursions there is a dearth of locomotives on passenger trains. If you want to see some of the fascinating locomotives in Japan you really need to focus your attention on it's freight services. These however are not always easy to find among the busy and frequent commuter train services. While planning my trip I also discovered precious little information on the internet. I hope therefore that if you are planning a trip to Japan and want to spend a little time indulging in its railways (as plenty of Japanese do) you might find this guide useful.

Urawa-

Kawasaki built EF64 1016 heads north through Urawa. Many stations are full
of so much clutter that good photographs are almost impossible! Many
commuter lines also pass through providing entertainment between freights.

Six tracks pass through this station which is in the North of Tokyo on the Tohoku line out of Ueno station. I had high hopes of seeing some freight here in the pleasant evening light- in reality in the space of 90 minutes I only saw two trains- and only one of them while I was in position. Freight appears to use the outer lines for which the sun is on the 'wrong' side for northbound trains. The situation is further complicated by Japan's tendency for very untidy overhead wires with a huge number of poles and obstructions to get in the way! Either I achieved a photograph I am pleased with of a container train with a Bo-Bo-Bo class EF64 on a container train. Of course between the freights there are commuter EMU's ever few minutes as well as a good selection of somewhat more interesting 'Limited Express' units to be seen at this location.

Nishi-Kokubunji-

There is a clear view looking north from Nishi-Kokubunji.
This train with a pair of EF65's and the first production class
 EH200 received plenty of local attention.

Tokyo's main freight artery is the looping Musashino Line- unfortunately for the photographer much of it's route is underground and other large sections do not have a passenger service making it difficult to access. To the West of Tokyo the line crosses the Chuo Main Line at the station of Nishi-Kokubunji, usefully this is a section of the Musashino line with both a passenger service and an above ground station with reasonable views in both directions. I initially started on the lower level platforms of the Chuo Main Line (which I also believe to see freight at this location) but after nothing but units quickly moved up to the high level platforms of the Musashino line. This was much more successful with three freights (all heading northbound) photographed in the next hour. Clearly something was significant about the first (which was triple headed) as many photographers were on the platform only to disappear after its passage. There was variety in the locomotives here and also a lot less clutter in the form of poles than other stations. Definitely worth a try.

Looking the other way from Nishi-Kokobunji with Kawasaki built EF66-120 hauling a short tank train. There is a good clear view without too many poles!

Omiya-

Twin unit Toshiba built EH500-15 heads north through Omiya.

The final location I visited was back on the Tohoku line further north than Urawa, where it is fair to say I was a little disappointed with freight volumes. Omiya however is a large bustling junction station- and perhaps importantly, north of the point where the Musashino, and several other lines join. Initially I had my doubts about the location- very busy with commuters and with the main building over the railway tracks. However at each end of the station there are reasonable areas of good daylight. The next question of course in such a large sprawling station was where best to stand- it was obvious that there were at least several lines where freight could run but it soon became apparent that the most used (at least on my visit) was the 'through' line between platforms 9 and 11. I positioned myself here and a variety of freights rolled past- finally I had found somewhere that really was 'busy'- unfortunately the weather had other ideas and after seven freight trains in the space of just 35 minutes I had to accept defeat to the weather.

Another freight through Omiya- this time hauled by a modern
Kawasaki built EF210-150

These three locations are by no means the only places where freight is visible in Tokyo- nor do I claim that they are necessarily the best locations to visit- however they are at worst reasonable and do all definitely see some freight action. On a network which is so busy, and to a foreigner often confusing they certainly offer somewhere to start. If you are of to Japan- I hope you find this useful!

Riding the Shinkansen

The Japanese Shinkansen or 'Bullet Train' is probably the most famous high speed train system in the world. When the Tokaido Shinkansen opened in 1964 between Japans two largest cities Tokyo and Osaka it was the first dedicated high speed railway in the world with trains running at speeds of up to 130mph.
The Shinkansen (translating as 'new trunk line') was built to standard gauge- a first for Japan which has traditionally used a 1067mm narrow gauge system due to its mountainous terrain. The original 'bullet trains' (all now withdrawn), nicknamed because of their iconic shape, ran two standards of service named 'Hikari' with limited stops or 'Kodoma' stopping at all stations between Tokyo and Shin-Osaka.

A 700 series Shinkansen roars through Odawara at high speed with a train towards Osaka

A list of forthcoming departures on the Joetsu and Tohoku
Shinkansens during the evening peak at Omiya. The displays
helpfully alternate between Japanese and English.

Today the network has been expanded to cover most major cities on the islands of Honshu and Kyushu. Service speed has been increased up to a maximum of 300mph which is possible on parts of the Tohuku Shinkansen. The Tokaido route, which is still by far the busiest carrying up to 13 trains in each direction per hour now reaches speeds of 168mph shortening the journey from Tokyo to Osaka to just 2 hours 25 minutes on the fastest 'Nozomi' trains.

Seating on the Shinkansen is in 3+2 formation with the
exception of the 'Green Car' (the Japanese equivalent of 1st
class) which has 2+2 seating. Seats can be rotated and
usually all face the direction of travel- though they can be
turned to accommodate groups.

Since privatisation of the JR network in 1997 the Shinkansen network is now run by several companies: The original Tokaido Shinkansen is owned by JR Central, the Sanyo extension from Shin-Osaka to Hakata is owned by JR West, The further continuation of this line onto Kyushu is owned by JR Kyushu while the various northern branches from Tokyo on the Tohuku and Joetsu Shinkansens fall under the banner of JR East.

A Tokyo bound 700 series set enters Odawara station.
The slower 'Kodoma' services are regularly looped in
stations to allow faster 'Hikari' and 'Nozomi's' to pass.

With the quest for speed and efficiency the private operators have now replaced all of the older Shinkansen sets delivered by JR before privatisation. There is now an interesting and varied fleet of high speed trains operating on the Shinkansen lines of Japan- though in the authors personal opinion none really come close to the aesthetics of the original 'Bullet' trains.

JR East has a fleet of double deck 'MAX' Shinkansen sets
which work commuter services to the north of Tokyo.
This train is seen at Omiya at the tail end of a thunder storm!

Several Further Shinkansen projects are still underway to expand the network. A link to the northern island of Hokkaido is under construction and there are also plans to extend running of some Shinkansen trains on to more traditional routes with several solutions to the issue of the change of gauge.

An E2 Shinkansen operated by JR East makes a call at
Omiya before its final approach to Tokyo.

The most exciting of all the future projects is perhaps the proposed new Chuo Shinkansen which will see Maglev technology used over a long distance for the first time. Construction of this new line is due to commence in 2014 with the first section from Tokyo to Nagoya scheduled to open in 2027. Trains will travel over the initial 177 mile route in just 40 minutes attaining speeds in access of 310mph.

The JR East E5 is the latest addition to the Shinkansen family.
These sets built by Hitachi/Kawasaki Heavy Industries entered
service in 2011 and are still being delivered as of 2013.
A Tokyo bound train is seen at Omiya.