Tobu Series 10000 EMU: The “Ibushigin” Train

Tobu’s Series 10000 EMU, Set 11601

To begin with, I have a question.

Do you know the Japanese word “ibushigin”?

Its literal meaning is something like “oxidized silver,” but it has a deeper meaning. To me, “ibushigin” describes someone who has stood the test of time and has a quiet, understated charm. In English, it is close to the idea of a “seasoned veteran”—an accomplished player, actor, or craftsman, for example.

Here’s my next question: Is there any train like “ibushigin” in your country?

Japan certainly does! We have many trains that I would describe as “ibushigin.” But if I have to choose one, I’ll go with Tobu’s Series 10000 EMU!

That’s what today’s post is about. It’s been thirteen years since I last featured this train.

Seeing is believing. So, take a look at the photos.

There it is: the Series 10000—the “Ibushigin Train.”

So, why do I think of the Series 10000 as an “ibushigin” train?

First, it looks rather old, but its stainless-steel body still has a distinctive, subdued shine.

Second, its frontal design looks sturdy. The Series 10000 is quite different from the earlier Series 9000, which has a simpler “flat face.”

Third, the corrugated panels on its sides also give the train a solid, sturdy appearance. They were originally designed to cover the welded plates and hide uneven areas. You don’t see these corrugated panels on the latest stainless-steel trains anymore, thanks to advances in technology.

Fourth, its rooftops are lined with air-conditioning units. As you know, modern trains generally have just one large, simple air-conditioning unit on each car.

Of course, modern trains are beautiful, too. But I’m more drawn to the “Ibushigin Train,” whose appearance reflects its long history. Its long history seems to show in every detail.

And for those of you who enjoy the technical side of railways, here are a few details about the Series 10000

The Series 10000 EMU is Tobu Railway’s 1,500 V DC commuter train, developed in 1983 as a successor to the Series 8000 EMU. A total of 118 units were built by Tokyu Sharyo, Alna Sharyo, and Fuji Heavy Industries. It features a 20-meter-long stainless-steel body, a field chopper control system, regenerative braking, and so on. Regenerative braking is particularly useful when descending the steep gradients on the Nikko Line.

I sincerely hope this Ibushigin Train will continue running safely for as long as possible.

Tobu’s Series 10000 EMU, Set 11603

Related link:

・Official information from Tobu (in Japanese)

My Memorable Trains: JR Central’s Series 211 EMUs

JR Central’s Series 211, Set SS5, at Mishima Station (January 2023)

As I mentioned before, I’ve started sorting through my train photos. But that’s easier said than done. As soon as I started looking through my old photo albums, I got completely absorbed in them and forgot all about my original purpose. One of the trains that recently caught my attention was JR Central’s Series 211 electric multiple unit (EMU). So today, I’d like to share this train with you.

What’s Series 211?

The Series 211 is a standard direct current (1,500 V) EMU. It was developed by the former Japanese National Railways (JNR) in 1985, just before its breakup. A total of 827 cars entered service with JNR and its successors—JR East, JR West, and JR Central.

Technically, it features a 20-meter-long stainless-steel body equipped with bolsterless bogies, a field-excitation control system, regenerative braking, and so on.

What’s new with the Series 211?

JR East’s Series 211 EMUs are still in operation in some areas, such as the “Yagasuri Train,” but they have already disappeared from the JR West and JR Central lines.

First, the top photo shows JR Central’s Series 211, Set SS5, standing at Mishima Station on the Tokaido Main Line. I took it in January 2023. Set SS5 consisted of three cars and was part of the 211-5000 series. It was a very cold day, and the COVID-19 pandemic was still ongoing. You can see that all the passengers were wearing masks.

At the time, it seemed that Set SS5 could continue running at a high level for years to come. But in fact, it was retired the following year, in 2024. What a shame.

Next, the bottom photo shows JR Central’s Series 211, Set GG4, standing at Atami Station on the Tokaido Main Line. I also took this photo in January 2023. Set GG4 consisted of two cars and was part of the 211-6000 series.

Unlike JR East’s Series 211, JR Central’s Series 211 was often coupled with other types of EMUs. You can see a Series 313 EMU behind Set GG4.

It, too, was retired the following year, in 2024. Almost three years have passed since then. Time really flies.

Sayonara (goodbye), and thank you, JR Central’s Series 211 EMUs! I will never forget you.

JR Central’s Series 211, Set GG4, at Atami Station (January 2023)

Photographing Subway Trains: The Marunouchi Line

Tokyo Metro’s 2000 Series EMU approaching Myogadani Station

Are you good at photographing subway trains?

Me? No, I’m not. As I’ve mentioned in several previous posts, subway trains can be a real challenge for railfans.

The biggest problem is the dark and narrow environment in which they run. So, many railfans look for opportunities to photograph subway trains in the following situations:

1. Surface sections during the daytime (e.g. near Ochanomizu Station): But such above-ground sections of subway lines are limited in Tokyo.

2. Surface sections of lines that connect with subway lines (e.g. the Tokyu Den-en-toshi Line, which connects with the Hanzomon Line): But again, such lines are limited in Tokyo.

3. Underground stations with separate platforms and no pillars between the two tracks (e.g. Shintomicho Station): But such stations are quite rare.

4. Yami-tetsu—photographing trains in the dark (e.g. the end of Daimon Station): But it’s technically difficult.

In conclusion, I still think there’s no easy solution.

Well, sorry for all the excuses. But I’ve started taking photos of subway trains again. Let me share a few of them with you today.

They are Tokyo Metro’s 2000 Series EMUs running on the Marunouchi Line. I’ve already posted several photos of the Marunouchi Line, but this time, I took them from different locations. They may look like ordinary photos, but each one required a little ingenuity.

First, the top photo was taken from a road bridge near Myogadani Station. At first glance, it seemed like an ideal photo spot, but there was a challenge—a fine-mesh safety fence. Using a large-aperture lens was virtually impossible. So I pulled out my smartphone and concentrated on getting the timing right. I just managed to get the shot—and I was delighted with the result.

Next, the bottom photo was taken at Korakuen Station. It also looked like a good spot for photographing trains, but the track curved away from me. So I couldn’t capture the whole train. Instead, I tried shooting from a little farther away. Although several trackside facilities were blocking my view, I managed to capture the front four cars. Not bad.

I’m running out of space here, so I’ll save the other subway train photos for a future post. Railfanning is a very particular hobby, isn’t it?

Tokyo Metro’s 2000 Series EMU arriving at Korakuen Station

The 150th Anniversary of Ōmori Station

Series E233-1000 Set "150" with a “150th Anniversary of Ōmori Station” headmark

Do you remember my post about Kamata Station two years ago? Today, I’d like to share a similar anniversary celebration at its neighboring station.

Ōmori is a station on the Keihin-Tōhoku Line. It is about 10 kilometers from Tokyo Station, and one stop closer to Tokyo than Kamata Station. Ōmori and Kamata are both located in convenient commercial and residential areas, so I think of them as something like brothers.

Two years after Kamata Station celebrated its 120th anniversary, Ōmori Station recently celebrated its 150th. In commemoration, JR East and local residents organized a variety of events.

Hold on, that’s weird. I still remember that Kamata Station celebrated its 120th anniversary two years ago, but why was its neighboring station, Ōmori, celebrating its 150th anniversary this year?

After looking into it, I realized for the first time just how different the histories of the two stations are. Kamata was opened near a famous plum-viewing spot in 1904. Ōmori, on the other hand, was inaugurated on the site of a former railway employees’ office in 1876—28 years before Kamata. I didn’t know that until now. I still have a lot to learn.

Let’s move on. One of the events marking the 150th anniversary is a commemorative headmark on Set “150” of the E233-1000 series EMU (see the photo above and the related links below). Take a close look at the shell illustration at the bottom of the headmark.

In fact, Ōmori is famous for its shell mound (see the photo below). It is a shell midden left by our ancestors roughly 6,000 to 4,500 years ago. It was discovered by American zoologist Edward Sylvester Morse in 1877 and was later designated a National Historic Site of Japan. He spotted it from a train as it passed by the site. What an amazing eye he had!

The railway also played an important role in the early days of Japanese archaeology.

Congratulations on the 150th anniversary of Ōmori Station!

Ōmori Shell Mound near Ōmori Station on the Keihin-Tohoku Line

Related link:

・Official information from JR East (in Japanese)

・Official information from Ōta Tourism Association (in Japanese)

Reunion with Class EF81

Class EF81 No. 138 EL preserved at Yumenoba

Today, I’d like to return to my recent visit to Yumenoba (also known as THE HIROSAWA CITY), a vehicle-themed park in Chikusei City, Ibaraki Prefecture. I’d like to share one of its highlights with you.

The Class EF81 was an electric locomotive (EL) operated by JR Group companies. It was developed in 1968 by the former Japanese National Railways for use on both DC (1,500 V) and AC (20,000 V, 50 Hz and 60 Hz) railway lines. A total of 164 units were built by Hitachi and Mitsubishi Electric–Mitsubishi Heavy Industries. The EF81 was a Bo-Bo-Bo (UIC notation) type EL equipped with six 425 kW DC series motors and a rheostatic control system. It was used to haul both passenger and freight trains.

I still remember seeing two different EF81s at Tabata Rail Yard in 2022 and spending quite some time looking them over.

By the way, you may be wondering why I’m talking about the EF81 in the past tense. I'm glad you noticed.

The thing is, all the EF81s, my longtime friends, had quietly disappeared from service by last year. I hadn't even realized it.

But don't worry. Rail fans are optimistic. So I turned the page and headed to Yumenoba to meet the EF81 again.

Please look at the photo above. That’s Class EF81 No. 138, formerly operated by JR East. It has been beautifully preserved and was gleaming in the sunlight. What a wonderful sight! Class EF81, long time no see. I'm sorry I couldn't see you off, but I'm so happy to see you again. 

Even better, I found a steam locomotive (SL), Class D51 No. 1116, right next to it (see the photo below).

Class EF81, enjoy reminiscing about the old days with your neighbor, D51 No. 1116. I'll come back to visit you from time to time. See you again soon.

Class D51 No. 1116 SL (left) and Class EF81 No. 138 EL (right)

Related link:

・Official information from Yumenoba (in Japanese)