Photographing Subway Trains: The Hibiya Line

Tokyo Metro’s Series 13000 EMU at Minami-senju Station

I started photographing subway trains again one month ago. Following my posts on the Marunouchi and Ginza Lines, today I’d like to share some recent photos of the Hibiya Line. The theme is the “Miracle Hibiya Line.” But before that…

What’s the Hibiya Line?

The Hibiya Line is the fourth-oldest subway line in Tokyo. It opened in 1961 and is operated by Tokyo Metro, just like the Ginza and Marunouchi Lines. The line is 20.3 km long and connects Kita-senju and Naka-meguro. Its track gauge is 1,067 mm, and it uses 1,500 V DC with overhead catenaries. Many Hibiya Line trains run directly onto the Tobu Isesaki Line.

Currently, three types of EMUs operate on the Hibiya Line: Tokyo Metro’s Series 13000 and Tobu’s Series 70000 and 70090. To improve operational efficiency, all trainsets consist of seven 20-meter-long cars.

Sorry for the long introduction.

I chose Minami-senju Station on the Hibiya Line as my place to photograph trains. It was my first time taking pictures there. Why Minami-senju?

First, I wanted to photograph trains on the surface during the daytime. Second, I wanted to choose a Tokyo Metro station rather than one shared with another railway company, such as the terminals at Kita-senju and Naka-meguro. In other words, I wanted to soak up the Tokyo Metro atmosphere.

Now, please look at the photo above. It shows a southbound Series 13000 EMU at Minami-senju Station. You may be thinking, “Just a nondescript scene.” But it was a miracle indeed.

In fact, when I arrived at Minami-senju, I noticed that northbound and southbound trains were leaving at the same time, at five-minute intervals. That meant that whenever I tried to photograph a northbound train from the opposite, southbound platform, a southbound train arriving at the same time always blocked my view.

Then the miracle happened. An extra out-of-service southbound train came into view. I ran up the stairs to the opposite platform and made it just in time. I did it!

Next, please see the photo below. I managed to capture two types of trains in a single photograph: Tobu’s Series 70000 (left) and Tokyo Metro’s Series 13000 (right) EMUs. Another miracle happened at Minami-senju Station when the two trains arrived and departed at the exact same time. Lucky!

The Hibiya Line is indeed the Miracle Line for me!

Tobu’s Series 70000 EMU (left) and Tokyo Metro’s Series 13000 EMU (right)

“Nothing Changes” in Yamagata Prefecture

The KiHa101 series diesel railcar, FRUIT LINER, standing at Yamagata Station

Today, I'd like to return to my recent family trip to Yamagata Prefecture and share one more highlight from the trip.

I think there are many things in your country that have remained unchanged for a long time.

There are also many such things in Japan. For example, the five-story pagoda at Horyu-ji Temple in Nara Prefecture has stood unchanged for more than 1,300 years. My favorite five-story pagoda at Muro-ji Temple has remained unchanged for 1,232 years since it was built.

A pagoda that has stood unchanged for centuries can be found in Yamagata Prefecture as well. Please take a look at the photo below—the five-story pagoda of Haguro-san. It was reconstructed in 1372 and has remained unchanged ever since, for 654 years. During our trip to Yamagata Prefecture, I enjoyed taking a close look at this timeless pagoda.

Of course, I can’t end this post without mentioning the railway side of things—after all, this is a railway blog.

After visiting Haguro-san, we returned to JR East’s Yamagata Station. When we arrived there, what caught my eye was the “FRUIT LINER” train (see the photo above).

You may have forgotten that I introduced this train on my blog fifteen years ago. FRUIT LINER is a local commuter train operating on JR East’s Aterazawa Line. As you know, Yamagata Prefecture is well known as the “Kingdom of Fruit.” In fact, there are many orchards along the Aterazawa Line. That’s why the train running on this line came to be known as the Fruit Liner. You can see its beautiful two-tone white-and-blue body. The blue represents the waters of the Mogami River, which flows along the line.

The official designation of the FRUIT LINER is the KiHa 101 series. It is a 17-meter-long diesel railcar powered by a 243 kW diesel engine. It entered service in 1993, and a total of thirteen cars were built by Niigata Engineering.

I was very happy to see the FRUIT LINER again for the first time in fifteen years. It hadn’t changed at all and was still shining beautifully, just as it had fifteen years ago.

Always-changing urban scenery and trains are certainly attractive. But, like the historical pagoda and the train, … “Nothing changes” in Yamagata Prefecture also drew me in.

The five-story pagoda of Haguro-san in Yamagata Prefecture

The 30th Anniversary of the Rinkai Line

Series 71-000 Set Z11 with a “30th Anniversary of the Rinkai Line” headmark

On March 30 this year, Tokyo Waterfront Area Rapid Transit Company (TWR) celebrated the 30th anniversary of the Rinkai Line. Today, I’d like to share a few thoughts about this milestone. But before that…

That’s weird. I still remember that TWR celebrated the 20th anniversary of the Rinkai Line four years ago. So why is TWR celebrating its 30th anniversary this year?

You may be wondering the same thing as I was, so let me start with a brief overview of the Rinkai Line.

・What Is the Rinkai Line?

The Rinkai Line is a commuter railway serving the waterfront area of Tokyo. It is operated by TWR, a public-private joint venture. The entire line is double-tracked, and trains run on a 1,500 V DC system. Most of the line runs underground, but it is not classified as a subway line. Rinkai Line trains also run directly onto JR East lines.

・History of the Rinkai Line

The Rinkai Line initially opened between Shin-Kiba and Tokyo Teleport (4.9 km) in 1996. It was then fully opened between Ōsaki and Shin-Kiba (12.2 km) in 2002.

In short, TWR celebrated the 20th anniversary of the Rinkai Line’s full opening in 2022. On the other hand, it is celebrating the 30th anniversary of the line’s initial, partial opening this year. Does that clear things up for you?

・The 30th Anniversary Headmark

Let’s move on. One of the events marking the 30th anniversary is the application of a commemorative headmark to Set Z11 of the Series 71-000 EMU (see the photo above).

In the photo below, you can see a close-up of another headmark on the other cab front. The Series 70-000 and Series 71-000 EMUs are featured on the headmark. The design is modest, but charming in its own way.

・Final Thoughts

Finally, I tried to look back on the days of the Rinkai Line’s “20th anniversary” in 2022. I remembered that the anniversary train was the older Series 70-000. Four years later, the “30th anniversary” train is the latest Series 71-000 EMU.

As far as I know, a total of five sets of the Series 71-000 have already entered service. I could really feel how quickly this urban railway is changing.

Congratulations on the 30th anniversary of the Rinkai Line!

The commemorative headmark celebrating the 30th anniversary

Related link:

・Official information from TWR (in Japanese)

Photographing Subway Trains: The Ginza Line

Series 1000, Set 40, the special-edition train, at Omotesando Station

I’ve started taking photos of subway trains again. Continuing from the Marunouchi Line, today I’d like to share some recent photos of the Ginza Line. The theme is “the changing Ginza Line.” But before that…

・What’s the Ginza Line?

The Ginza Line is Japan’s oldest subway line. It opened in 1927. The track gauge is 1,435 mm, and the electric system is 600 V DC. It uses a third-rail system for power collection, so there are no pantographs.

Currently, the Series 1000 is the only train type operated on the line. It is known for its high-tech features, including single-axle steering trucks designed to reduce noise and vibration on sharp curves.

・Set 40 at Omotesando Station

First, take a look at the photo above. You can see a Series 1000 train standing at Omotesando Station.

You may be thinking, “Just a nondescript scene. I saw the same thing in my 2018 post, too.”

But take a look at the side of the train. Platform screen doors have been installed.

Taking photos of subway trains is difficult enough as it is, but platform screen doors make it even more difficult. Of course, I know they are essential for preventing passengers from falling off the platform…

There’s no use complaining. Instead, let’s add a little spice to the photo. Take another look at the top photo. That’s Set 40, a special-edition Series 1000 train. Its classic body design was inspired by Japan’s first subway electric train, which was built in 1927.

・The Shibuya Siding Track

Next, take a look at the photo below. You can see an extra-rare elevated siding track between Shibuya Depot and Shibuya Station on the Ginza Line.

You may be thinking, “I saw this in your previous post in 2024, too.”

But take another look at the photo. The track has been moved to the left.

As you know, major redevelopment work is still underway around Shibuya Station. In the future, this precious elevated track will be covered by a roof. So this photo captures a precious moment in the ever-changing landscape of Shibuya Station.

The Ginza Line is indeed changing day by day.

Series 1000 EMU leaving Shibuya Depot

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 many 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)

Fireworks Festival on the Joetsu Shinkansen

JR East Series E7 EMU at Takasaki Station on the Joetsu Shinkansen

Sorry for jumping from one topic to another, but today I’d like to return to my recent family trip to Niigata Prefecture and share one of its highlights with you.

I think there are many fireworks festivals in your country. There are also many in Japan, especially in summer. Watching fireworks in the evening breeze is one of the pleasures of summer in Japan.

Nagaoka, the second-largest city in Niigata Prefecture, is famous for its large fireworks festival. The festival began as a way to commemorate the victims of World War II and pray for peace. Just look at the photo below. You can see the beautiful round shapes and brilliant blue and pink colors. How wonderful it is to live in peace!

Of course, I can’t end this post without mentioning the railway side of things—after all, this is a railway blog.

To enjoy the Nagaoka Fireworks Festival, the nearest station is Nagaoka Station on JR East’s Joetsu Shinkansen. It’s about 270 km from Tokyo, and the journey takes only about an hour and a half.

What’s new with the Joetsu Shinkansen?

I found that the Joetsu Shinkansen fleet now consists entirely of Series E7 EMUs (see the photo above). The older models—Series 200, E1, E2 and E4—have already been retired from service on the Joetsu Shinkansen. Furthermore, the special-liveried Series E7 EMUs (Sets F21 and F22), which had an additional pink stripe, have returned to the standard livery.

Operating a single train model on the Joetsu Shinkansen certainly looks efficient and cost-effective. But for a train enthusiast like me, it feels like something is missing. You know how train enthusiasts are.

2026 Nagaoka Fireworks Festival

Related Links:

・Official information from JR East

・Official information from Nagaoka Fireworks Foundation (in Japanese) 

A Double-Purpose Trip on the “Tokyo Panorama Line”

Monchhichi Wrapped Train leaving Ōi-keibajō-mae Station

Today, I'd like to share something about the Tokyo Panorama Line with you.

Even if you are familiar with Japanese railways, you may be thinking, “Tokyo Panorama Line? I've never heard of such a line!” You are absolutely right. It is the brand-new nickname for the Tokyo Monorail's Haneda Airport Line. On November 1, 2025, the company adopted “Tokyo Panorama Line” as a nickname for the Haneda Airport Line to enhance the line's appeal.

As I mentioned before, we've recently seen several existing railway lines in Japan being given new nicknames. The Tobu Urban Park Line and the Tokyo Sakura Tram are typical examples, but something didn't feel right, to be honest. Compared with those, “the Tokyo Panorama Line” isn't so bad, since passengers can actually enjoy panoramic views of the Tokyo Bay area from the trains.

To promote the Tokyo Panorama Line, the company appointed Monchhichi as its Panorama Ambassador and introduced the Monchhichi Wrapped Train on February 20 this year. For your information, Monchhichi is a famous mascot character that was born in 1973. It is said to be a monkey-like fairy.

Now, please look at the photo above. That is the Monchhichi Wrapped Train, Set 10051 of the Series 10000 EMU. I was pleased to see Monchhichi featured prominently on the exterior—so cute!

Stick with me just a bit more.

After taking photos of the Monchhichi Wrapped Train, I got off at Ōi-keibajō-mae Station to take a stroll. My destination was the Keihin Canal, constructed on reclaimed land in Tokyo Bay. It was a hot and humid summer day, but the breeze blowing across the canal was very soothing.

When I glanced down at my feet, I spotted a rounded, pale-brown stone on the ground. As soon as I noticed it, I couldn't help mumbling, “That's a fossil!”

In fact, it was a six-million-year-old fossil of “Yoshihara-manju-uni” (Echinolampas yoshiwarai), a kind of sea urchin (6cm long). I think it was brought there as part of the fill material used for the reclamation project, probably from the Boso Peninsula in Chiba Prefecture. What a lucky day it was!

By happy coincidence, I was able to enjoy two of my hobbies during a single trip on the Tokyo Panorama Line.

A sea urchin fossil (Echinolampas yoshiwarai) found near Ōi-keibajō-mae Station

Related Link:

・Official information from Tokyo Monorail (in Japanese)

The Tokyu Green Lifestyle Train

Set 4103 of the 5050 series EMU, “Tokyu Green Lifestyle Train”

Do you remember my posts about specially wrapped trains promoting GREEN×EXPO 2027 on the Yokohama Municipal Subway? Today, I’d like to share a similar wrapped train on Tokyu Railway.

・What is GREEN×EXPO 2027?

GREEN×EXPO 2027 is an upcoming international horticultural exposition to be held in Yokohama City, Kanagawa Prefecture. Today marks 220 days until the event opens. As I understand it, it will be more than just a flower exhibition; it will also showcase advanced green technologies.

The venue is close to several stations served by Sagami Railway, the Yokohama Municipal Subway, and Tokyu Railway. I hope for a vibrant and cheerful event, but at the same time, I am concerned about train congestion during the event.

・Railway operators’ contribution

The Yokohama Municipal Subway has been operating special wrapped trains promoting GREEN×EXPO 2027 on the Blue and Green Lines since autumn 2025. Meanwhile, Sagami Railway (Sotetsu) has been operating a special wrapped train, “Let’s Go by Sotetsu!,” since May this year. (I will write about it in a future post.)

・Tokyu’s wrapped trains

Tokyu introduced three sets of wrapped trains, “The Tokyu Green Lifestyle Trains,” for the Toyoko, Den-en-toshi, and Meguro Lines this summer. These trains promote GREEN×EXPO 2027, with a particular focus on the Tokyu Group Pavilion.

・Photographing the Tokyu Green Lifestyle Train

I chose Set 4103 of the 5050 series EMU as my first subject and headed to Ryokuentoshi Station on the Sotetsu Izumino Line. There was no particular reason. I just felt like photographing a train emerging from a tunnel this time.

For your information, trains on the Tokyu Toyoko Line sometimes run directly onto the Sotetsu Izumino Line. I waited eagerly for the wrapped train to emerge from the pitch-black tunnel beside the station.

・Impression of the Tokyu Green Lifestyle Train

Now, please look at the photo above. The blue-and-green wrapped train is beautiful, isn’t it?

In particular, I loved the cute mascot character of the Tokyu Group Pavilion, “Miraidane (Seed for the Future)” (see the photo below). However, the official mascot of GREEN×EXPO 2027, “Tunk Tunk,” was not featured on the train. That was a little sad.

It would have been even better if I could have seen Miraidane and Tunk Tunk getting along.

Close-up view of the Tokyu Green Lifestyle Train

Related Link:

・Official information from Tokyu (in Japanese)

Riding the Prince No.2 Gondola on Mt. Naeba

Prince No.2 Gondola on Mt. Naeba

I recently visited Niigata Prefecture with my family to escape the summer heat. One of the highlights of our trip was a ride on the Prince No.2 Gondola on Mt. Naeba, and I'd like to share the experience with you today.

・Why a Gondola?

You may be wondering why I'm writing about an aerial lift on a railway blog. To be honest, there isn't any special reason—I simply felt like sharing it! If I have to come up with an excuse, though, gondola lifts in Japan are legally classified under the Railway Business Act. So perhaps this topic isn't entirely out of place after all!

・Where Is Mt. Naeba?

Mt. Naeba, which rises to 2,145 meters, is well known for its beautiful alpine wetlands. It stands on the border between Niigata and Nagano prefectures, about 150 kilometers north of Tokyo. At the foot of the mountain is Naeba Ski Resort, one of Japan's best-known ski resorts, operated by Seibu Prince Hotels Worldwide.

・What Is the Prince No.2 Gondola?

Although the ski resort is naturally busiest in winter, several gondola lifts and chair lifts continue operating during the green season, allowing visitors to enjoy the mountain scenery. The Prince No.2 Gondola is one of them.

Built by Nippon Cable in 1995, it is a detachable monocable gondola that connects the Sanroku and Sancho stations. The line is 1,754 meters long and climbs 607 meters in elevation, with a maximum gradient of 37 degrees. Sixteen towers support the line, and the haul rope is driven by a 640-kW electric motor.

・The Gondolas

The cabins were manufactured by CWA of Switzerland. Each cabin accommodates up to eight passengers, and a total of 75 cabins are in service. They circulate continuously in a counterclockwise direction at a speed of 5.0 meters per second.

・The Ride and the Scenery

The ride to the upper station took only about ten minutes. Thanks to the back-to-back seating arrangement, we enjoyed unobstructed views throughout the journey.

After arriving at Sancho Station, we walked to the observation deck, which stands at an elevation of 1,518 meters. From there, we enjoyed panoramic views of Mt. Tairappyo (1,984 meters) rising above the surrounding clouds. The temperature was a pleasant 20°C—about 10 degrees cooler than in Tokyo—making it a wonderfully refreshing escape from the midsummer heat.

Our visit to Mt. Naeba turned out to be one of the highlights of our trip, thanks to the cool mountain air, magnificent scenery, and relaxing gondola ride.

View from the observation deck

The Class EF65: Where Are They Now?

JRF’s Class EF65 No. 2096 passing through JR East’s Haijima Station in Tokyo

Don’t you sometimes find yourself wondering, “Where are they now?” For example, you might be relaxing at home, looking through an old photo album, when that question suddenly comes to mind. That’s exactly what today’s post is about.

I’ve recently started sorting through my train photos. Over the years, I’ve accumulated both digital files and printed photos, and as you can imagine, the collection has grown enormous.

I’ve got to do something about it!

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 caught my attention was the Class EF65 electric locomotive.

Where are they now?

Before answering that question, let me briefly introduce the Class EF65. It is one of Japan’s most representative electric locomotives. Developed by the former Japanese National Railways (JNR) in 1965 as a new standard locomotive, a total of 308 units were built. After the breakup and privatization of JNR, they were transferred to JR Freight (JRF) and the other JR Group companies. Technically speaking, the EF65 is a 1,500-volt DC electric locomotive powered by six 425-kW DC traction motors. Its wheel arrangement is Bo-Bo-Bo in UIC notation.

To my surprise, I found that only about 30 Class EF65 locomotives remain in service today. I hadn’t realized their numbers had fallen so dramatically.

Take the photo above, for example. It shows JR Freight’s EF65 No. 2096, which was retired earlier this year. I still remember coming across it at Haijima Station in Tokyo in 2024 while it was hauling a train of oil tank cars. I was especially fascinated because it still wore the classic JNR livery. Locomotives in these colors remain very popular among Japanese rail fans, as they bring back memories of the famous overnight sleeper trains once hauled by EF65s in the same livery.

Now take a look at the photo below. It shows JR Freight’s EF65 No. 2127, which was retired in 2023. I photographed it near Shimizu Station in Shizuoka Prefecture in 2015 while it was hauling a container freight train. What impressed me most was its distinctive paint scheme, especially the yellow gangway door. Japanese rail fans affectionately call this livery "Karashi" ("mustard"). This distinctive paint scheme originated at Hiroshima Depot, far from my home, making it an especially exciting locomotive to encounter.

I sincerely hope these veteran EF65 locomotives will continue running safely for as long as possible.

Hang in there, Class EF65!

JRF’s Class EF65 No. 2127 running near Shimizu Station in Shizuoka Prefecture

The Seibu 7000 Series EMU Begins Service

The Seibu 7000 series EMU arriving at Nishi-Tokorozawa Station

Do you remember that I mentioned back in 2023 that Seibu Railway would introduce trains purchased second-hand from Odakyu Electric Railway and Tokyu Railway? Today, I'd like to revisit that story.

・What's Happened Since Then?

Following last year's introduction of the former Odakyu 8000 series, the former Tokyu 9000 series EMU finally entered service on the Seibu network on June 27 this year. Renumbered as the Seibu 7000 series, it can now be seen in regular service (see the photo above).

・History of the Seibu 7000 Series

The Seibu 7000 series began life as Tokyu's 9000 series EMU, which debuted in 1986. A total of 117 cars were built for use on the Toyoko and Oimachi lines. The cars feature 20-metre stainless-steel bodies, VFD-controlled induction motors, and an electric-command braking system with regenerative braking.

After the transfer was announced, 16 cars of the former Tokyu 9000 series were refurbished for Seibu. They received Seibu's blue-and-green livery, and door-open/close buttons were installed beside the passenger doors for driver-only operation.

The Seibu 7000 series has already entered service on the Sayama Line, and it will also operate on the Tamagawa, Tamako, and Seibu-Chichibu lines.

・Riding the Seibu 7000 Series

I recently rode the Seibu 7000 series on the Sayama Line. As it arrived at Platform 2 at Nishi-Tokorozawa Station, I couldn't help mumbling, "Now that's a Seibu train!"

Although the train has retained the distinctive shape of the former Tokyu 9000 series, its blue-and-green checkerboard livery makes it look unmistakably like a Seibu train. It matches the design already introduced on the former Odakyu 8000 series.

I was even happier once I stepped inside. The box seats had been retained from its Tokyu days (see the photo below), and that was irresistible for a cross-seat lover like me.

・Final Thoughts

The remaining Tokyu 9000 series is still in service on the Tokyu Oimachi Line. For railfans like me, that's wonderful news, as it gives us the rare opportunity to ride both versions and compare them. I hope they will continue running for many years to come.

A box seat in the Seibu 7000 series

Related Link

・Official information from Seibu Railway (in Japanese)

A Phantom Train in Ibaraki Prefecture

Series 7000 DMU preserved at Yumenoba in Chikusei City, Ibaraki Prefecture

Have you ever had an experience like this in your country?

Have you ever wanted to ride a train that rarely ran? You kept telling yourself, "Someday I'll ride it," only to find that it had already been retired before you had the chance. Today I'd like to introduce one such train.

Series 7000 was a luxurious DMU operated by the Kashima Rinkai Railway from 1992 to 2010. Interestingly, it was owned not by the railway company itself, but by Ibaraki Prefecture. It was a two-car hydraulic-transmission DMU powered by 169 kW diesel engines, and only a single set was ever built by Nippon Sharyo.

The interior was surprisingly luxurious for a regional railway train. It featured reclining cross seats, not to mention a lounge area, a large TV and even karaoke equipment.

When Series 7000 entered service, it operated as the rapid train Marine Liner Hamanasu ("Hamanasu" means rugosa rose in Japanese). In 2008, it was reassigned to special excursion services before being retired from service in 2010. Since 2024, it has been preserved at Yumenoba (also known as THE HIROSAWA CITY), a vehicle-themed park in Chikusei City, Ibaraki Prefecture.

As I mentioned earlier, I had wanted to ride Series 7000 for many years. Unfortunately, the Kashima Rinkai Railway was quite a long way from where I lived, and I was very busy at the time. Then I was transferred to Indonesia in 2007, and before I knew it, Series 7000 had been retired.

Sixteen years after its retirement, I finally met Series 7000. It was on display in excellent condition alongside other historic rolling stock. Looking at its stylish exterior, I couldn't help thinking that it resembled JR East's HB-E300 hybrid DMU, which I rode recently. Perhaps Series 7000 was ahead of its time—a pioneer of Japan's sightseeing trains.

It was wonderful to finally meet you, Series 7000. I only wish I had had the chance to ride you while you were still in service. Still, I'll come back to visit you from time to time. See you again soon.

Side view of Series 7000

Related link:

・Official information from Yumenoba (in Japanese)