From left to right, “original” aluminum-bodyshell sets (batches 1 to 5) in Keikyu’s standard red and white color scheme, Set 1057 in the “Keikyu Yellow Happy Train” color scheme, then the stainless-steel bodyshell sets: batches 6 to 15 (with a “partial” red livery over “naked” stainless steel), the -1800 Subseries with a front door, batch 16 with the standard color scheme but with unpainted stainless rims around doors and windows, batches 17, 18 and 19 in the standard color scheme (with painted rims), the -1890 subseries “Le Ciel” and the very lastest introduction – the 22nd batch sets.

 

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All the necessary dependencies are either included in this package or are avaible on the DLS. Soundscript by Rizky_Adiputra.

(Consists are included! Don’t bother with placing individual cars!)

 

The New 1000 Series was introduced by Keikyu in the early ‘2000s in order to replace the oldest serieses then in use on local and other commuter-centered runs, both services “self-contained” within the Keikyu network as well as trough-services with the Toei Asakusa Line onto the Keisei and Hokuso networks.

Specifically the two serieses to be replaced were the “old” 1000 Series, built between 1959 and 1978 (but based on much older designs, and augurably already obsolete at the time) and used as the mainstay of trough-services with the Asakusa Line, and the 700 Series, a four-door derivative of the 1000 Series built between 1967 and 1971 for local services exclusively within Keikyu’s network.

 This followed what had already been started a few years earlier with the 600 Series, introduced to replace the exact same two serieses on “higher-end” rapid and express commuter services. Indeed, to contain costs, Keikyu’s new commuter trains were to be directly based on the 600 Series, in terms of bodyhsell design and other “mechanical” equipment, as well as on Keikyu’s much fancier 2100 Series dedicated to limited express services, wich was to provide the basis for much of the electrical equipment and electronics.

Indeed, the bodyshell for the new trains was “lifted” straight out of the 600 Series, to the point of being essentially identical in almost any detail, with the exception of the windows – the new trains adopted the same bodyshell-flush windows as the 2100 Series for ease of cleaning.

The interior was of course radically changed, with the all-crosswise seating arrangment of the 600 Series being changed in favour of the “classic” longitudinal arrangment much more suitable for commuter trains, with the exception of both ends of each car, wich retained crosswise seating, using seats taken from the withdrawn 2000 Series sets that had been replaced by the 2100 Series on limited express services and were being converted to all-longitudinal seating commuter trains, as a way to contain costs and speed up manufacture.

On the new trains, the longitudinal seats were also originally supposed to use upholstery made by the swedish Bogesunds company, as was for the 2100 Series’ seats, this was soon changed in favour of purchasing less fancy “domestic” upholstery made by the Suho company, both to contain costs again as well as to match’ the “ex-2000 Series” seats.

Like the 2100 and 600 Series, the new trains also fetaured foldable “strapountin-like” seats mounted on the door-facing backside of the crosswise seats, folding seats that could be locked and unlocked (as in “folded down”) electrically by using a switch located in the drivers’ cab.

A few other minor changes were also made to other parts of the interiors, such as changing the inner roof’s material from FRP to aluminum (for the sake of reduced weight and reciclability) and the fitting of fixed, non-openable windows (wich was followed by the addition of two “emergency” fans for each car to maintain a certain airflow in case the air conditioning failed). Finally, the doors were built with an honeycomb-like internal frame, for the sake of reduced weight (something already trialled successfully on the 2100 Series).

In terms of equipment, this was instead lifted out of the 2100 Series, including the whole fancy “German Package”: the Siemens G1450 D1130 / 560 M5-1 GTO-VVVF inverter with it’s distinctive “Fa-Sol-La-Re-Mi-Do-Re-Mi-Fa-Sol” solfége, Siemens’ SIBAS32 control electronics and three-phase asynchronous traction motors, as well as Knorr-Bremse-made screw-compressors. The rest of the traction equipment (like the 2100 Series) was sourced domestically: Mitsubishi Electric SIVs (Static Inverters) to feed 440v AC for the trains’ services (lighting, air conditioning and so on) and Toyo-Denki-made single-arm pantographs.

Christened as the “New 1000” series, establishing it as the direct successor and replacement of the “old” 1000 Series of 1959, the first five sets were built in the first half of 2002 by Kawasaki and Tokyu Car Corporation (the longtime two main suppliers of rolling stock to Keikyu, wich had also built the 600 and 2100 Serieses among other things).

Specifically these were three eight-car sets, 1001F (delivered by Tokyu on the 23rd of February 2002), 1002F (delivered by Tokyu on the 28th of January) and 1003F (delivered by Kawasaki on the 31st of May 2002) as well as two four-car sets: 1401 and 1405, built by Tokyu Car and Kawasaki respectively, and both delivered on the 29th of June 2002.

After a few rounds of testing, the first two sets (1001F and 1002F) entered revenue service on the 15th of April, albeit initially only within Keikyu’s network. After some more rounds of testing and certifications, the New 1000 Series was cleared to operate on the Toei Asakusa Line on the 25th of June 2002, followed by clearance to operate on the Keisei network on the 30th of August, and finally, on the 4th of september for the Hokuso network as well.

The New 1000 Series was an immediate success, and thus a followup order of four more set, as the “2nd batch” was made soon after and delivered in 2003, consisting of two eight-car sets (1025F built by Tokyu and delivered on the 19th of May, and 1033 built by Kawasaki and delivered on the 24th of June) and two four-car sets (1409 and 1413, built by Tokyu and Kawasaki respectively, and both delivered on the 26th of July).
While the eight-car sets differed little from the 1st batch trains, the two 4-car sets had one relatively major modification, the relocation of both pantographs in the set to the same car (werehas on sets 1401F and 1405F both cars had each one single-arm pantograph).

A third batch consisting of four car sets (two eight-car sets and two four-car sets again) was delivered in 2005, consisting of eight-car sets 1041F (Tokyu, delivered 19th of January) and 1044F (Kawasaki, delivered 1st of March) and four-car sets 1417 and 1421 (both built by Tokyu and Kawasaki respectively and both again delivered on the same date, the 11th of May 2005).

This third batch fetaured a number of major modifications compared to the two previous ones, mainly changes in the interior fittings and panelings, in response to the new fire saftey regulations introduced by the japanese Ministry of Land, Infrastructure, Transport and Tourism (following the deadly subway fire that had happened on the 18th of February 2003 in Daegu, South Korea) as well as a change in traction equipment, specifically the inverter – Siemens was retained as the supplier of the inverters, but this time the type was changed to a more up-to-date IGBT-VVVF type (of the same type already used on many other Siemens-made trains, such as the DT3 Class of the Nuremberg U-Bahn, built at around the same time).

A fourth batch folloewd suit a few months later, consisting of one eight-car set, 1057F (built by Tokyu and delivered on the 30th of August) and four four-car sets (1425F and 1429F, built by Tokyu and Kawasaki and delivered on the 26th of July and 1433F and 1437F both built by Kawasaki and delivered on the 9th of August).

By this point, the New 1000 Series fleet was large enough to fully replace the old 700 Series, wich was duly retired on the 30th of November 2005 (with all 22 sets being shortened to 2-car sets and sold to the Takamatsu-Kotohira Electric Railway in Shikoku). However, a sizeable chunk of “old” 1000 Series cars was still in service, and these also needed replacing.

Thus, follow-up orders continued, with a fifth batch of the New 1000 Series being delivered between October and November 2006, essentially identical to the 4th and 3rd batches; this consisted o fa single 8-car set (1065F built by Tokyu and delivered on the 30th of October) as well as two four-car sets: 1441F and 1445F, both built by Kawasaki and delivered on the 14th of November.

From the 6th batch onwards, however, things radically changed, with Keikyu (along with the two manufactuers) ditching the aluminum-bodyshell design derived from the 600 Series in favour of a stainless-steel bodyshell based on Kawasaki and Tokyu’s de-facto standard design that had it’s origins with JR East’s 209 Series, and by the time had been massively adopted by JR East and many other major private railways. This was done essentially to reduce manufacturing costs by adopting a mass-produced design (the same exact reason why many other railway companies adopted it as well).

​This entailed a completely new design for the New 1000 Series – the bodyshell was obviously designed according to JR East’s, Tokyu’s and Kawasaki’s “Shin-Keiretsu-Densha” system, and this forced a complete redesign of the front as well, wich still retained some flair of the aluminum-bodyshell batches, but with many changes.

The interior arrangment was also raidcally changed, seeing a return to a fully longitudinal seating arrangment (making the stainless steel batches the first Keikyu trains to be so fitted since the delivery of the last batches of the 1500 Series in 1993). Also in order to reduce costs, the fancy, but expensive “German Package” was replaced with cheaper domestic components, namely Toyo Denki IGBT-VVVF inverters and Mitsubishi Electric traction motors, compressors and electronics.

Among other modifications, as a saftey mesaure against crashes at level crossing (wich Keikyu’s network is littered with), the driving position was also slightly raised, making the stainless steel New 1000 Series batches also the first Keikyu trains to be so fitted since the introduction of the (recently-retired) 700 Series in 1967.

​The first batch of the new stainless steel trains, consisting of just one single 8-car set, 1073F, was built by Tokyu Car Corporation and delivered to Keikyu on the 13th of March 2007, entering in revenue service just over two weeks later, on the 31st.

Following the same design, several more sets were delivered to Keikyu, with two identical eight-car sets as the 7th batch (1081F and 1089F, both built by Tokyu and delivered on the 21st of January and 8th of February 2008), three identical eight-car sets as the 8th batch (1097F, 1105F and 1113F, all built by Tokyu and delivered on the 27th of October, 17th of November and 15th of December 2008) and eight four-car sets as the 9th batch (all built by Kawasaki: 1457F and 1461F delivered on the 1st of April 2009, 1465 and 1469 delivered on the 3rd of April, 1473 and 1477 delivered on the 22nd of May and 1481F and 1485F delivered on the 4th of June).

A 10th batch consisting of three eight-car sets and one four-car sets was delivered specifically for the opening of the Narita Sky Access Line, fitted with newer LCD passenger information screens and the necessary radio and other technical equipment necessary to run on the  new line (both of wich were also later retrofitted to the rest of the New 1000 Series fleet). Within this 10th batch, the 8-car sets were 1121F, 1129F and 1137F (all built by Tokyu and delivered on the 10th of May 2010, 2nd of June and 21st of June) and the 4-car set is 1489F, built by Kawasaki and delivered on the 17th of May.

By this time, Keikyu’s New 1000 Series fleet was large enough to finally replace the “old” remaining 1000 Series sets, the last of wich was duly retired on the 28th of June 2010, ending a 51-year-long career.

Orders for the New 1000 Series however didn’t stop, with one eight-car set and three four-car set more being ordered as the 11th batch (8-car set 1145F, built by Tokyu, was delivered on the 10th of January 2012 and the three 4-car sets, 1301F, 1307F and 1313F, built by Kawasaki, were delivered on the 15th of April 2011, 22nd of April 2011 and 9th of March 2012), another three sets ordered as the 12th batch (8-car 1153F built by Tokyu and delivered on the 6th of April and 6-car sets 1319F and 1325F, both built by Kawasaki and delivered on the 17th and 24th of April 2012), three sets more ordered as the 13th batch (1161F, built by Tokyu and delivered on the 27th of August 2013 to replace a 1500 Series set that had been damaged by a landslide and subsequently scrapped, as well as two six-car sets: 1331F and 1337F, both built by Kawasaki and delivered on the 7th of January and 7th of March 2014) and finally, four more sets ordered as the 14th batch (consisting of one eight-car set, 1169F, built by Tokyu and delivered on the 24th of June 2014, and three six-car sets, 1343F, 1349F and 1355F built by Kawasaki and delivered on the 22nd of April, 22nd of May and 8th of August 2014).

All these batches, from the 6th to the 14th, are essentially identical, with only very minor changes between them.

More major modifications came around in 2015 for the 15th batch, wich was specifically intended for trough-services with the Asakusa Line.

As part of the design pitch, it was decided to “try to use the same principles that applied to the “old” 1000 Series to the New 1000 Series”, specifically the capability of forming walk-trough 8-car sets from two 4-car trains.

As such, the most notable modification for this 15th batch (also classified as the -1800 Subseries) was the addtion (essentially a pure “slapping on”) of a walk-trough door on the front of the trains.

Just two sets of the -1800 Subseries were delivered, consisting of two 4-car sets (1801F and 1805F) built by J-TREC (the renamed Tokyu Car Corporation after it was sold to JR East) and both delivered on the 24th of February 2016, the small size of the fleet denoting the essentially “experimental” nature of these trains.

​Another notable implementation with the -1800 Series was the return, for the first time in nearly 10 years, to fully painted cars, “restoring” the usage of the classic fully red color scheme with a wide white band around the windows.

Also part of the 15th batch are two six-car sets (1361F and 1367F) built by Kawasaki, delivered on the 1st of April and 13th of November 2015 and identical to batches 6 to 14 (thus retaining the same stainless steel “partially painted” color scheme).

Another batch of five sets, the 16th was delivered in 2016, and consists of one 4-car set of the -1800 subseries (1809F, built by J-TREC and delivered on the 30th of September), two six-car sets (1601F and 1607F) built by Kawasaki and delivered on the 7th and 29th of November and two eight-car sets (1177F and 1185F) built by J-TREC and delivered on the 22nd of December 2016 and 21st of February 2017.

​Within this batch, set 1809F is essentially identical to the previous two -1800 subseries sets, but the other four sets do fetaure a number of changes, namely the re-introduction of cross-wise seating at the end of cars (but only “half” of each end – cross-seating was installed at the opposite right ends of each cars, with the other end retaining longitudinal seating) and most notably, the adoption of the same “standard” color scheme as the -1800 subseries, a welcome return, given that the “partially painted” livery of the earlier batches hadn’t been particularily well recieved.

A 17th batch was delivered in 2017, consisting of two six-car sets (1613F and 1619F, both built by Kawasaki and delivered on the 5th of January 2017 and 5th of February 2018) and three 8-car sets (1201F, 1209F and 1217F, built by J-TREC and delivered on the 14th of December 2017, 19th of February 2018 and 29th of March). This batch was essentially identical to the previous 16th, but with a slight change in the color scheme: whereas on the 16th batch (depsite the fully painted sides) the stainless rims around the doors and windows were left unpainted, the trains in the 7th batch had those rims painted as well, essentially fully completing the “traditional” Keikyu design. The 17th batch trains area also notable as they were the final replacement sets for the old 2000 Series, the former limited express trains converted and cascaded to local services in the 2000s after being replaced by the 2100 Series, the last set of wich was retired on the 28th of March 2018.

New year, new batch, and 2018 brought with it a massive 18th batch order, consisting of seven six-car sets intended to replace the 800 Series and it’s “nonstandard” 4-door arrangment in order to allow for the fitting of much-needed platform screen doors at most Keikyu stations.

These seven sets are 1625F, 1631F, 1637F, 1643F, 1649F, 1655F and 1661F, all built by Kawasaki and delivered on the 10th of October 2018, 8th of June 2018, 18th of June, 8th of August, 25th of December, 26th of February 2019 and 19th of March 2019.

Two more sets were delivered in 2019 as the 19th batch, consisting of one 6-car set, 1667F (built by Kawasaki and delivered on the 7th of June 2019) and one 8-car set, 1225F (built by J-TREC and delivered on the 2nd of September 2019 to both replace 13th batch set 1137F, wich had been damaged beyond repair in an accident at a level crossing at Kanagawa-Shinmachi station on the 5th of September 2019, as well as to act as a spare set for the comparatively thin 2100 Series fleet).

The 20th and 21th batches, ordered in 2020 are another special sub-class of New 1000 Series trains, being essentially an “updated” revision of the -1800 Subseries design, and are thus aptly classified as the -1890 Subseries.

They fetaure essentially the same layout as the -1800 Subseries, as 4-car sets with front walk-trough doors, but also fetaure numerous changes, most notably the adoption of J-TREC’s new “Sustina” bodyshell design, the fitting of toilets at the ends of cars (the first, and to this day, only, Keikyu train to be so equipped) and a slight redesign of the front marker lights, made much smaller compared to previous serieses due to their adoption of multi-color LED lights.

Another notable fetaure of these trains is their interior “convertible seating”, wich can change between a cross-wise arrangment and a longitudinal arrangmnent depending on the usage of the train – rapid services for the former, commuter services for the latter, something quite en-vogue at the time, with many railway companies (both in the Tokyo area and elsewhere) introducing similarly-equipped trains at around the same time as Keikyu’s.

Built wholly  by J-TREC, the initial batch (the 20th) of two -1890 Subseries trains was delivered in early 2021, consisting of sets 1891F and 1892F, delivered on the 3rd and 24th of March), followed by three more sets, 1893F, 1894F and 1895F, delivered on the 8th of November, 27th of December 2021 and 28th of February 2022.

The -1890 Subseries entered revenue service on the 6th of May 2021, and on the 24th of December of the same year was officially christened with the “Le Ciel” nickname, meaning “The Sky” in french (a name chosen both because of it’s “fancyness” and “luxurious” appeal, referencing the sky above the Miura Peninsula as well as above Haneda Airport, and also because it’s a comparatively simple name to memorize and pronounce).

Finally, the 22nd batch, the lastest to be delivered, so far, was ordered by Keikyu in 2022 and consists of just one six-car set, 1501F, built by Kawasaki Rolling Stock Co. (after the rolling stock division of Kawasaki Heavy Industries was spun off into a separated subsidiary company) on J-TREC’s Sustina design, and is essentially an amalgamae of the previous 17th to 19th batches with the Sustina bodyshell, equipment and small marker lights of the -1890 Subseries.

As of now, with the entry into service of set 1501F, Keikyu’s New 1000 Series fleet stands at 81 sets, for a total of 476 cars (subdivided into thirty-one 4-car sets, including the -1800 and -1890 Subserieses, twenty-four 6-car sets and twenty-six 8-car sets), a huge number that dwarfs anything that came before it within Keikyu – the closest equivalent being the 365 cars of the “old” 1000 Series, themselves an already sizeable number!

In normal operations, 8-car sets are used on rapid and express services both within Keikyu’s network only and on trough-services with the Keisei and Hokuso railways, 6-car sets are used generally on local services within the Keikyu network, along with some express to and from the Zushi Line (also generally limited to within the Keikyu network) and “normal” 4-car sets are generally used as “attached formations” for 8-car limited express and express trains during the morning and evening rush hours as well as for local services on the Daishi Line, altough infrequently. 

The -1800 Subseries is almost exclusively used in a 4+4-car formation on trough-services with the Toei Asakusa Line, while the -1890 Series is used on the reserved-seating “Morning Wing” and “Evening Wing” services, altough it’s also commonly used (as a “standalone” set) for dedicated charter and event trains, such as Keikyu’s seasonal “Beer Train”.

While the production of stainless-steel bodied New 1000 Series sets continued, by the late 2010s the “original” aluminum bodyshell sets were already reaching 15 years of age, and like the 2100 Series, the Siemens-made equipment was increasingly an headache to deal with during maintainance. Thus, as refurbishments started out in 2017, the replacement of the inverters and other equipment with domestic product was among the modifications planned, wich also included more “mundane” things such as LED destination indicators, new seating upholstery and interiors and other minor modifications.

The first New 1000 Series set to be refurbished was the very first one, 1001F, wich returned to revenue service on the 15th of September 2017, fitted with a Toyo Denki IGBT-VVVF inverter in place of the Siemens’ GTO-VVVF one (the same modification that had been carried out on the 2100 Series just years prior), and was followed by all subsequent sets.

The last set (and the last train in the whole of Japan, as all the 2100 Series and JR East’s E501 Series sets had already underwent similar modifications) left in service with the iconic “singing” GTO-VVVF inverter was set 1033F, wich was taken out of service in mid-2021 for refurbishment.

Similarily, the same replacement program was also carried out for the Siemens IGBT-VVVF-fitted sets of the 3rd, 4th and 5th batch, with the last set so equipped, 1057F, being taken out of service for refurbishment in late 2022.

Speaking of Set 1057F, it’s quite notable as it’s the only one of the New 1000 Series family to have been painted in a special livery.

This came to be in 2014, following the already successful “Blue Sky Train” 600 Series; set 1057F was thus repainted in a yellow livery based on the ones of Keikyu’s maintainance rolling stock (DeChi 15 & 16 and DeTo 11 & 12) but without the thin red band on the sides, and with grey-coloured doors (after the maintainance car’s foldable sides). Nicknamed the “Keikyu Yellow Happy Train”, set 1057F re-entered revenue services in it’s new livery on the 1st of May 2014.

However, a peculiar thing happened – many started to notice that the Yellow Happy Train’s livery was quite similar to Seibu Railway’s “traditional” yellow color scheme, and this soon came to the attention of Seibu Railway itself. The two companies soon set up a “collaboration” of sorts, and as part of this, Seibu happily repainted 9000 Series set 9103F into a “Seibu Red Lucky Train” livery based obviously on Keikyu’s own.

Set 1057F was slated to carry the “Yellow Happy Train” livery for just three years, but since it has proven to be quite popular, Keikyu opted to keep the eye-catching yellow livery indefinitely.

Thus, upon the “original” expiration date set for the livery, Set 1057F instead of being repainted in Keikyu’s red and white livery was painted in even more yellow, as the grey doors were painted yellow as well. Set 1057F has thus been running as the Keikyu Yellow Happy train ever since, and will continue to do so for the forseeable future.

As of today, production of the New 1000 Series sets hasn’t ended yet – another eight-car is already on order as part of the lastest 22nd batch, and Keikyu is likely planning to purchase more sets in the coming future.

Indeed, the 22nd batch carries the still semi-official “1500 Series” designation, quite an omnious prospect that already sets the path for future purchases, as after replacing the 700, 1000, 2000 and 800 Serieses, the next “victim” of the New 1000 Series will be the 1500 Series, many sets of wich have already been retired.

Indeed, having been in production for 20 years, and with no sign of slowing down, it isn’t completely out of the realm of possibilities that the series will come “full circle”, with some day a fresh new batch of the New 1000 Series replacing the oldest batches from the early ‘2000s.

Obviously, as it’s now essentially the backbone of most services on the whole Keikyu Network, there are no plans to replace the New 1000 Series, nor there won’t be for the next several decades.

Out of the 81 built, only one has been retired – afromentioned set 1137F – part of the 13th batch, built by Kawasaki and delivered on the 7th of January 2007, was damaged beyond repair in a collision with a truck that ran the gates at the level crossing immediately south of Kanagawa Shinmachi on the 5th of September 2009. Withdrawn and scrapped soon after, it was replaced by set 1225F delivered as part of the 19th batch in late 2019, thus making 82 the actual count of the New 1000 Series sets built so far.

Trivia #1:

Originally, given that the New 1000 Series was envisioned as a commuter train, it was supposed to recieve the “traditional” Keikyu commuter train color scheme of all-over red with a thin white band (as was on the 1500 Series, “old” 1000 Series, 700 Series and many more). This was changed upon the opening of the Haneda Airport terminus stations in 1998; since the “traditional” commuter color scheme was judged to be too moody in the relatively dark stations, it was decided to use instead the “limited express” scheme (all-over red with a wide band around the windows, as with the 2100 and 600 Serieses) in order to make the livery a bit “brighter”.

Trivia #2

Among other things, the New 1000 Series was Keikyu’s first train not fitted with the classic traction motor inspection hatches on the coaches’ floor.

Trivia #3

The honeycomb structure of the doors was also later found to reduce moist accumulation, and thus rust formation.

Trivia#4

17th batch trains were only quickly painted in an-all-over ivory color at J-TREC’s plant and recieved their Keikyu red color only upon arrival at Keikyu’s Kurihama depot.

This was done by J-TREC to speed up deliveries as much as possible in order to make more space for “urgently” in-production E353 Series trains for it’s parent company, JR East.

Trivia#5

17th batch trains carry the official, albeit rarely used, designation of “-1200 Subseries” as they were ordered in the same year as Keikyu’s 120th anniversary.

Trivia#6

On the “Le Ciel” -1890 Subseries trains, the “north” Shinagawa-side toilet is a western-style toilet, the “south” Uraga-side toilet is a male-only wall-mounted urinal.

Trivia #7

Since the retirement of the “old” 1000 Series, Keikyu had been planning to drop the “New” part from the “New 1000 Series” name. This was finally made official in 2021, with the “New 1000 Series” being officially re-named as just the “1000 Series”.