Airport-to-Airport Train on the Keisei Line

EMU Keisei 3050 series, Airport Kaitoku, arrives at Higashi-Matsudo station

There are two international airports in the Tokyo metropolitan area. One is Tokyo International Airport (hereafter Haneda), and the other one is New Tokyo International Airport (hereafter Narita). The direct distance between Haneda and Narita is 63 kilometers, which is quite far. What kind of public transportation can we use to move between the two airports?

The fastest one used to be a helicopter flight. It took about only 30 minutes - very fast. The problem was its fare (16,850 yen), which was very expensive. Unfortunately, the route was abolished in 1991, since there weren't enough passengers requiring the service. 

The most frequent one is the bus service, which operates every twenty minutes - very frequent. It takes about 65 to 85 minutes via expressways, and the fare is 3,100 yen. The problem is a delay risk caused by traffic jams.

The least expensive option is the train. The fare is 1,800 yen, which is quite reasonable. Three operators, namely Keisei, Toei and Keikyu, jointly operate the "Airport Kaitoku (airport rapid express)" trains. The operation interval is 40 minutes, and it takes 100 minutes to get from one airport to the other. There is no traffic jam, so the operation is punctual.

One of the trains commissioned for Airport Kaitoku is the EMU Keisei 3050 series. This model was launched in 2010 for airport-to-airport transportation. It has the same technical specifications as those of the EMU 3000 series commuter train. The problem is its facilities. There is no toilet on the train, even though the journey between Haneda and Narita is quite long.

EMU Keisei 3050 series, Airport Kaitoku, travels on the Hokuso line

Countdown to the Last Run: Romance Car LSE

EMU Odakyu 7000 series, Romance Car LSE, travels on the Odawara line (July, 2014)

Odakyu Electric Railway recently made a press release announcing that Romance Car, the EMU 7000 series, LSE (Luxury Super Express), will be retired from regular operation on July 10th.

LSE is the oldest Romance Car at work. It was launched in 1980 to replace the old models. A total of 4 sets, 44 units, were built by Nippon Sharyo and Kawasaki Heavy Industries. Currently, only one set is being operated on the Odawara Line. LSE is articulated cars for a 1,500 V DC electric system and 1,067 mm-wide track gauge. The electric control system is rheostatic. The power regenerative brake is not equipped, since LSE is a limited express train that makes the fewest stops.

LSE inherited its unique design from the senior model, the EMU 3100 series, NSE (New Super Express). For instance, the cockpit is upstairs, so that the passengers can enjoy the view ahead. The classical moquette seats are also similar. On the other hand, LSE has some new designs such as automatic folding doors. LSE is indeed an evolutionary form of NSE.

LSE is a star train on the Odawara line; however, it went through a very difficult time as well. In January, 2010, LSE faced difficulty surviving. A malfunction occurred on its articulated bogies. Many rail fans were anxious about the future of LSE, but it came back onto the track in April 2010, after careful inspection.

Sayonara (good-bye) LSE. Arigatou (thank you) for your great work over a long time.

Romance Car LSE passes through Chitose-Funabashi station (December, 2016)

Koiwa Iris Garden on the Keisei Line

EMU Keisei 3500 series travels on the Keisei main line

The Japan Meteorological Agency made an announcement that this year's rainy season ended on June 29th in the Tokyo metropolitan area, which was the fastest on record. Was it an effect of global warming? I don't know, but anyhow, 2018 mid-summer has begun. Before introducing the topics of the mid-summer, I am going to continue with the subject of the 2018 rainy season a bit more.

In early June, I visited a photogenic spot for taking pictures of full blown irises with my family. Our destination was Koiwa Iris Garden on the banks of the Edo River in Tokyo Metropolis. Along with the reputable Horikiri Iris Garden, Koiwa Iris Garden is also popular among Tokyoites. From early June to mid-July, purple, blue and white colored iris flowers are seen here and there in the large garden. Irises are typical blossoms of the rainy season. They attract many gardeners and flower lovers.

Incidentally, the nearest station to Koiwa Iris Garden is Edogawa on the Keisei main line. Our vehicle was the EMU 3500 series. The 3500 series was launched in 1972 to increase the commuter transportation capacity on the Keisei lines. A total of 24 sets, 96 units were built by Tokyu Sharyo, Nippon Sharyo and Kawasaki Heavy Industries. Its shining stainless-steel bodies with the classical corrugations are my favorite. Its large frontal windows are also cool even though 46 years have already passed since the 3500 series debuted.

Both iris blossoms and the trains were shining on the Keisei main line.

Full blown irises and the EMU Keisei 3500 series

Official information about the trains on the Keisei Line (in Japanese):

http://www.keisei.co.jp/keisei/tetudou/accessj/sharyou.htm

Oita: Major City in the Prefecture

EMU JR Kyushu 883 series (right) arrives at Oita station

Following my previous post, I am going to continue to show you the trains in Oita Prefecture.

After enjoying visiting the hot springs in Beppu, we headed to Oita, which is a major city in the prefecture. Currently, Oita City has a population of 478,000, which is the fifth largest on Kyushu Island. In contrast with Beppu, Oita is well-known as an industrial city. Along with the petrochemical and the steel industries, the electric industry is recently growing. The solar power business is also active in the city.

Oita City functions as a hub of the JR Kyushu's railway network. Three lines radiate from the city. They are the Nippo main line, the Houhi main line and the Kyudai main line. The former is electrified with 20,000 V AC and 60 kHz system. On the other hand, the latter two are non-electrified. Because of this variety, we can see many kinds of trains in the city.

The blue colored EMU 883 and the white colored EMU 885 series are the star trains in the city. The 883 series was launched in 1995 to compete with the expressway bus services. It has a tilting system to pass through tight curves at a high speed. The EMU 885 has elegant streamlined bodies and is popular among tourists. Both the 883 and 885 series are JR Kyushu's representative inter-city express trains.

We can also see many other trains. I am going to introduce them when I have another chance.

EMU JR Kyushu 885 series leaves Oita station

Official information about the JR Kyushu trains:

http://www.jrkyushu.co.jp/english/train/train_index.html

The 1100 Series for the 1100th Post

EMU Kobe Electric Railway 1100 series leaves Maruyama station

Thank you for visiting Tokyo Railway Labyrinth. This is the 1100th post since April 2011. In the last seven years, I have made many friends through this blog. They are mostly rail-fans and travel enthusiasts. I hope that they will continue to enjoy my blog. In commemoration of the "1100th" post, I am going to show you a train with the number "1100" in its name.

The EMU 1100 series is the oldest active model on the Kobe Electric Railway. It is a powerful climber to transport commuters between downtown Kobe City and its residential areas in the Rokko Mountains. The 1100 series was launched in 1969. A total of 39 units were built by Kawasaki Sharyo. 24 units of those are still operated on the track. The major group is 3-car trains, which are composed of 2 motorcars and 1 trailer. The motorcar has four powerful 105 kW DC motors for climbing up the steep mountains. The specifications of the 1100 series are quite old, but its design is still cool. Specifically, the large resistors under the floor are rough but reliable.

Incidentally, Kobe is the main city of Hyogo Prefecture, about 600 km west of Tokyo. Kobe Electric Railway has a 70 km-long extensive network in the downtown Kobe City and the Rokko Mountains. Its route has many steep sections up to an incline of 50 per mil. The trains including the EMU 1100 series have special equipment to climb up the steep tracks.

1101F of the EMU Kobe Electric Railway 1100 series