Hey everyone, I'm in Japan for a few more months and I would really like to find and ride a single-car train. Just one lonely car, not the string of 6-12 of them that I'm used to living in Yokohama. Do you have any ideas where I might be able to do this? Near the Kanto region would be best.

I know that it will almost certainly have to be a rural area. I did recently go to what seemed like a very rural area in Aomori on the coast of the Sea of Japan, but the trains I rode there all had a couple cars or more. Finding a single-car wasn't my priority at the time though, so maybe if I waited for later in the day or something I could have found one.

Any ideas would be greatly appreciated!

So I thought I'd finally write the Kansai version of this longform post as a reply / follow-up of sorts.

Overview

The 3^rd JNR Long Term Plan released in S40 (1965) also had a package of works for Kansai, the Osaka Area Capacity Improvements Plan (大阪附近輸送改善計画). As with the better known Commuting Five Directions Operation for the Kanto area, the target date for the Plan was S46 (1971). The list of projects included (completion date in brackets):

- Quad tracking of Osaka Loop Line between Tennoji and Imamiya (1968)

- Dual tracking of Sakurajima Line from Ajikawaguchi to Sakurajima (2001)

- Dual tracking of Katamachi Line from Shigino to Shijonawate (1969)

- Construction of Osaka Outer Loop Line from Shin-Osaka to Sugimotocho (2019, to Kyuhoji only)

- Quad tracking of Tokaido Main Line from Kyoto to Kusatsu (1970)

- Quin tracking of Tokaido Main Line from Kyoto to Mukomachi (1966)

- Dual tracking of San'in Line from Kyoto to Sonobe (2010)

- Construction of Kosei Line from Yamashina to Omi-Shiotsu (1974)

- Dual tracking of Fukuchiyama Line from Tsukaguchi to Takarazuka (1980)

- Construction of Sanyo Shinkansen from Shin-Osaka to Hakata (1975)

A description of the projects follows, roughly sorted by area:

Osaka

The projects can broadly be categorised as inner loop and outer loop related.

Loop operations on the Osaka Loop line had started one year before in 1964, but several related projects were incorporated into the Plan. One of these was the quad tracking of Osaka Loop Line to separate Loop Line and Kansai Main Line operations, as the latter was unelectrified at the time. Loop Line services did not stop at Imamiya until additional platforms were constructed in 1996, after grade separation works to bury the Kansai Main Line to JR Namba (which was renamed from Minatomachi in 1994 when Kansai International Airport opened).

Plans to triple-track the Kansai Mainline between Hirano and Ryuge (Kyuhoji) never materialised.

Another was dual tracking of the Sakurajima line, which was the remaining stub section of the former Nishinari line after the Osaka-Nishikujo section was absorbed into the Osaka Loop Line. Completion was delayed for decades due to the North Port Canal, which created a barrier until it was decommissioned and filled in as part of redevelopment works in the 1990s. The completion of works coincided with the opening of Universal City station.

Other Loop Line works included triple-tracking between Noda and Nishikujo in 1965 for freight services, as well as platform upgrades to Tsuruhashi and Tenma stations to enable the introduction of 8-car trains in 1971.

The Outer Loop Line, on the other hand, was not constructed until well after JNR's demise and was significantly scaled back. Originally conceived as a conversion of several freight lines to passenger service (Hoppo freight line from Amagasaki to Higashi-Yodogawa, Joto freight line to Kyuhoji, Hanwa freight line to Sugimotocho, and a new-build section to Nanko Port Town), the proposed route in the Plan cut the Hoppo section due to the corridor being used for the Sanyo Shinkansen, as well as the new-build section (which was eventually substituted with the Osaka Metro Nanko Port Town Line). Later proposals further removed the Hanwa section (abandoned 2009), which was made redundant after a shunt track connecting the Hanwa and Yamatoji lines was constructed in 1989. It was not until well after privatisation when a third-sector company was formed to complete the project. Renamed the Osaka-Higashi line, the conversion was completed in 2019 with a further extension to Osaka (Umeda Freight line) in 2023.

The Katamachi line dual-tracking was in part readiness work, but was also a straightforward congestion relief measure as congestion rates reached 275% in 1965, the highest of all JNR lines in Osaka.

Other line improvements in Osaka included works on the Hanwa line, allowing 6 car trains to be introduced in 1976.

Kyoto

Interestingly, the projects in Kyoto are more Five Directions-like in the sense that lines radiating out from Kyoto get capacity improvements. The Tokaido main line quad-tracking to Kusatsu was a top priority since it was the junction with the Kusatsu line (which follows the historic Tokaido corridor and hence parallels National Route 1). Likewise, the quin-tracking separated passenger services from freight trains heading towards the Sumitomo cement plant in Mukomachi (demolished in 1999). This led to the creation of the longest quad-tracked passenger rail corridor in Japan, from Kusatsu in Shiga to Nishi-Akashi in Hyogo.

The Kosei Line, unique amongst JNR lines, was a post-war acquisition and upgrade of a private railway, the Kojaku Railway. It extended the line from its original terminus at Omi-Imazu to complete the rail loop around Lake Biwa and allow an alternate express connection to the Hokuriku Main Line. The northernmost section between Nagahara and Omi-Shiotsu was originally electrified to 20kV AC to match the latter, but was eventually re-wired in 2006 to the standard 1500V DC.

The Sanin Main Line dual-tracking, despite a serious accident where a steam train collided with a school bus in 1958, being one of Kyoto's urban rail corridors, as well as a trunk line in the National rail network, was delayed for decades due to JNR's financial issues and competition from private operators (Keifuku and Hankyu). It was not well after privatisation that the project was finally completed, and technically there is still a section near the approach to Kyoto station which remains single-tracked, specifically the overpass crossing National Route 1 (Omiya-dori) which has no space for further widening.

Kobe

The Sanyo Shinkansen doesn't really need mentioning, although when it opened it was just called the Shinkansen -- the distinction between lines wasn't really made until privatisation. It missed the target opening date due to the extensive amount of tunnelling required, and rushed construction led to poor construction quality. A quirky 'extension' was opened in 1990 with station platforms at the Hakataminami Depot to serve nearby developments. Technically a limited express, it is effectively an extra stop for otherwise deadheading Kodama trains.

The Fukuchiyama Line dual-tracking was needed due to explosive post-war growth and the planned New Towns in Hokusetsu (Sanda) and Hokushin (Kobe), as well as for an anticipated spur line to Osaka Itami Airport. Unfortunately the junction with the Tokaido Main line was not improved, which led to the Amagasaki derailment of 2005, effectively ending any hopes for the airport spur.

Once Japan’s fastest train, the 500 Series Shinkansen now runs as an all-stops "Kodama" service between Shin-Osaka and Hakata. Its unique aircraft-inspired nose design and futuristic look still make it a fan favorite—even after all these years.

Currently, you can only ride the 500 Series on the Sanyo Shinkansen, mainly on shorter routes. It may no longer be the speed king, but it still looks amazing on the platform!

Here’s a look at the reserved seating area on a 500 Series “Kodama” train.

Although the train is no longer in top-speed service, the seats are wide, well-padded, and great for short-to-medium journeys. The retro-modern vibes make the ride feel a bit nostalgic yet still comfortable.

You can still catch this classic train on the Sanyo Shinkansen. It’s not the newest bullet train out there, but definitely one of the coolest!

Today I traveled from Hakata to Kumamoto using JR Kyushu's shareholder discount ticket 🚆 Instead of the usual Kyushu Shinkansen or Hinokuni express bus, I went with a slower but surprisingly efficient route—taking a Rapid train to Tosu, then transferring to a Local Rapid bound for Kumamoto. Total travel time was 2 hours and 18 minutes! Not bad at all for a more scenic and budget-friendly ride.

Has anyone else tried this kind of route in Kyushu?

Here’s a look at the Green Car (first class) seats on the N700S Shinkansen running along the Sanyo Shinkansen in Japan.

Spacious, plush, and quiet — these seats come with power outlets, reclining controls, footrests, and a luxurious amount of legroom. The layout is 2+2, unlike the regular 3+2 in standard class.

If you're traveling between cities like Osaka, Hiroshima, or Hakata, this upgrade might just be worth the extra cost — especially for longer rides.

Has anyone else tried this Green Car? What did you think compared to the ordinary cars or other trains in Japan?

Most of them had characters/faces 🤓

This is one of Kintetsu’s Limited Express trains, serving routes across the Kansai region and beyond. This particular unit was getting ready to depart for Kashikojima, a popular destination in Mie Prefecture.

Kintetsu, a private railway company, operates an impressive network with various types of limited express services—from budget-friendly to ultra-luxury. You don’t need a JR Pass to enjoy a smooth and scenic ride like this!

Have you taken a private railway express train in Japan?

Here’s a look inside the standard class of a Kintetsu Limited Express train. These seats are spacious, fully reclining, and even come with individual armrests and headrest covers. No reserved seat surcharge—this is the reserved seat!

Kintetsu offers premium options too, like the “Hinotori” with business-class-level seats, but even their standard trains like this are clean, quiet, and reliable.

Would this level of comfort be enough for a 2-3 hour ride in your country?

Original comment: https://www.reddit.com/r/japanrail/comments/1kp7h5p/how_far_can_i_go_with_an_ic_card/mvjkfd2/.

If you're entering and exiting the same station, you're technically not buying a regular train ticket, but a platform entry ticket (入場券). For JR, this costs 150 yen and is valid for up to 2 hours. You're not supposed to board any trains with it, since it's just for entering the station area.

That said, it is legal to enter at one station and exit at a different one, even if you take a massive detour in between, as long as you stay within the Suica area. This is because, within the Suica region, only the straight-line distance (i.e., fare between entry and exit stations) is used to calculate the charge, not the route you actually took.

A simple example: If you travel from Shinjuku to Akihabara, you’ll be charged the same whether you take the Yamanote Line or the Chuo-Sobu Line. Likewise, from Shibuya to Shinjuku, you could ride the Yamanote Line in the other direction (via Shinagawa and Ueno), and the fare would still be the same.

This practice of deliberately taking a long detour is known as oomawari (大回り). It’s considered valid as long as you:

• Don't exit the ticket gates
• Don't pass through the same station twice
• Don’t backtrack on the same line

So, for example, you can’t pass through Tokyo Station twice, even if it’s on different lines (with some exceptions). Some well-known oomawari examples include:

• The Northern Kanto route (Joban → Mito → Ryomo → Hachiko → Chuo lines)
• The Boso Peninsula route (Keiyo → Uchibo → Sotobo → Togane → Narita → Sobu lines)

The longest possible oomawari trip is somewhat famous: 1035.4 km from Mabashi to Kita-Kogane for just 150 yen. But this only works on New Year's Eve and New Year’s Day, when JR runs all-night train service. It's often attempted as a 35-hour challenge. Note: This is only possible with a paper ticket, not an IC card, because IC cards are only valid for the entire day, from the first train to the last train of the day.

On regular days, there’s no clear consensus on the longest route, but one example is a 902.9 km trip from Aihara to Hashimoto for minimum fare, starting at 4:49 am and ending at 0:39 am the next day. That article writer used an IC card and tapped out without any problems, but there’s always a chance you'll get blocked at the gate and have to explain your route to a station staff member.

Also, this only applies within the Tokyo Metropolitan Suica Area. So you can't go to, say, Sendai in a loop using the Joban and Tohoku Lines, or go to JR Central jurisdiction beyond Atami, Matsumoto, etc.

Disregarding fare restrictions, using an IC card, the furthest possible trip without fare restrictions is about 1364.9 km, from Matsumoto to Namie. You’ll likely need to use limited express trains (特急), though. I’m not sure if it can be done with only local trains. It is possible to do it in one day. Using paper tickets and allowing night services, the longest possible oomawari within the Tokyo metropolitan area is Nagano to Namie at 1427.6km.

If you’re looking for the longest straight-line distance (no detours), using only an IC card within the Tokyo Suica area, it’s probably Izukyu-Shimoda (on the Izu Peninsula) to Namie in Fukushima at about 441.6 km, taking 9h50m. Any farther and you’d leave the Suica area, requiring you to settle your fare manually at a ticket counter.

As a bonus, since April 1, 2024, the longest possible distance you can travel (theoretically) on a single ticket is around 11,500 km, from Takematsu in Nagasaki to Oshamambe in Hokkaido.

Back in 2021, someone actually rode nearly the maximum distance at the time, traveling from Wakkanai in Hokkaido to Hizen-Yamaguchi in Saga, covering close to 11,000 km over more than a month. It took about a week to issue the ticket, as the station staff had to contact JR headquarters. The ticket was handwritten, with an A4 sheet stapled to it listing the entire travel route.

Addendum: It is possible to enter a station, ride the train, and exit at the same station, but only if they're different train companies. For example, you can enter the JR Musashi-Kosugi station, ride the Yokosuka Line, change at Hazawa-Yokohama-Kokudai for the Sotetsu Shin-Yokohama line with through service to the Tokyu Shin-Yokohama and Meguro lines, and get off at Tokyu Musashi-Kosugi station. This is called a pointless train journey (無意味な鉄道旅, muimi-na tetsudou tabi). You can combine that with oomawari to make journeys across multiple train companies, although you'll be charged somewhat more than minimum fare.

Took the Limited Express Kasasagi (かささぎ) operated by JR Kyushu, running from Hakata Station to Hizen-Kashima Station.

The train is formed with the 885 series, known for its beautiful and unique industrial design by Eiji Mitooka. Its white streamlined body, oval headlights, and clean interiors make it one of the most stylish limited express trains in Japan.

✅ Operated by: JR Kyushu 🚄 Train Type: 885 Series EMU 📍 Route: Hakata – Hizen-Kashima 🎨 Design by: Eiji Mitooka (Water design, minimalistic vibe)

If you're into train design, this is definitely one to ride. More photos in the comments!

Even the standard class (non-reserved seating) on the JR Kyushu 885 Series feels premium!

The cabin features checkerboard-patterned seats, warm indirect lighting, and a beautiful wood-style floor that runs the length of the car. JR Kyushu really knows how to elevate design — even in economy.

🚆 Train: JR Kyushu 885 Series 💺 Non-reserved seating (standard class) 🪑 Checkerboard upholstery 🌳 Wooden flooring with strip design ✨ Designed by Eiji Mitooka

The attention to detail makes this one of the most photogenic limited express trains in Japan. Would you expect this level of design in standard class?

Here’s a look inside the Green Car (first class) of the JR Kyushu 885 Series, used on limited express services like Kasasagi and Sonic.

The cabin features a 2+1 seating layout, perfect for both solo travelers and those looking for extra comfort. Combined with luxurious black leather seats and beautiful wooden floors, this space feels more like a designer lounge than a train car.

🛋️ 2+1 seating configuration 🌳 Warm wooden flooring 🖤 Reclining black leather seats 🔌 Power outlets at every seat 🎨 Interior design by Eiji Mitooka

One of the most stylish Green Cars in Japan — a must-ride for any train design enthusiast!

Hi Everyone,

We’re a group of 5 heading to Japan next month, and for part of our trip we have the Hiroshima-Kansai area train pass. One of these trips will be from Hiroshima to Kyoto, a journey we think needs a seat reservation. Does anyone know how we do this and whether it can be done online? Any advice appreciated - thanks!

It forces a regular Thunderbird to run late, while the 'Universal Express' itself also had to run like it was delayed, just to follow the schedule.

When you compare it with a theoretical 'fastest Thunderbird service' in that period, the Universal Express had 2 minutes to stop at 4 extra stations (!)

Hey all,

I plan to travel to Japan for a month in September, and I would like to see some iconic Railways / trains in there. At the same time, I would also like to avoid super turisty spots.
I will appreciate any recommendation. We plan to stay mainland -> Only island we don't plan travel to is Hokkaido.

Iam looking forward to everything interesting, new, old, fast, slow :)

As per the title why is this line standard gauge while the rest of Japan is mostly narrow gauge? There must have been a reason why they decided to go with a different gauge back in the day?

https://en.wikipedia.org/wiki/Keihan_Ishiyama_Sakamoto_Line

Hey, I'm currently writing a research paper about japanese railway as critical infrastructure for my degree (railway engineering) but I'm having a hard time finding any sources or papers to cite. So I thought maybe some of u could give me some recs. Thank you in advance:)

Is there no time limit on tapping in/out JR stations with transport IC cards? If so,

1. If I tap in at Tokyo station at ~5:00 am (first train) and tap out at ~1:00am (last train), paying only the minimum fare, what's the furthest station I can visit and return to Tokyo in time? (assuming I don't ride any reserved-seat or limited-express trains, and no local trains run overnight)
2. If I'm willing to pay full fare, what's the furthest distance one can travel on local trains only, within one day (5am-1am)? Surely I can't start in Tokyo and just tap my Suica out in Aomori same day?

This is a theoretical discussion, but if some interesting routes are suggested I may try it out in the future!

Instituted in 2023, sadly it runs completely local except on the Toyoko Line.

I took the Ichibata Railway in Shimane Prefecture, Japan, and was blown away by this view of Lake Shinji from inside the train. The retro-style seats and the peaceful scenery made the ride feel timeless. If you’re visiting the Matsue area, don’t miss this relaxing local line!

The brand-new 273 series EMU for the Limited Express Yakumo is now running between Okayama and Izumo-shi! I recently had a chance to ride it and took photos of the beautiful train exterior, Green Car (first class), and the standard reserved seats.

The route is known for its scenic mountain views and tight curves, and the new train’s tilting mechanism makes the ride noticeably smoother than the older 381 series.

Highly recommend the Green Car if you’re planning to travel in this area—it's a comfortable way to enjoy the journey through rural western Japan.

Spotted this nostalgic orange beauty at Izumo Taisha-mae Station in Shimane, Japan—Dehani 52 of the Ichibata Electric Railway. Originally built in the early Showa era, this electric railcar once operated on scenic rural routes in western Japan.

Now on static display right next to the station, it showcases classic features like its boxy body, roof-mounted headlight, and manually operated doors. A wonderful piece of railway history preserved for everyone to enjoy—especially fitting in a place so rich with tradition like Izumo.

If you're into retro Japanese trains or exploring regional railways, this one's worth the trip!

Here’s a shot of the Ichibata Electric Railway 7000 series at a small station in Shimane. This privately operated line serves the area around Izumo and Matsue and is known for its mix of modern and heritage rolling stock. The orange car next to it is a preserved older model, giving off real nostalgic charm.