"Local" that was faster than "Rapid"

Train companies in Japan provide various types of service, ranging from cheap slow trains to expensive but fast trains. Generally speaking, Futsu (普通, meaning "standard" "normal" or "ordinary", often referred to as "Local" in English) is the slowest one amongst all, calling at all stations. Kaisoku, (快速, often referred to as "Rapid" in English), is usually a semi-fast service that does not charge extra fares. However, there were a few Local trains that called at fewer stations than Rapid trains.

Chuo Main Line

Chuo Main Line in Tokyo is one of the busiest commuter railways in the country. Orange commuter trains run mainly between Tokyo and Takao, operating as rapid or special rapid. In addition, yellow commuter trains run between Ochanomizu and Mitaka, which are labelled Kakueki Teisha (各駅停車, meaning "stopping at all stations", also often referred to as "Local" in English). The line from Takao to the west is mostly served by shorter suburban trains, and services there are called Futsu (already confusing).

Until the last day of November 1993, there were a few Futsu services to and from Shinjuku, provided by blue and white suburban trains. Despite being called Futsu (Local), they stopped at fewer stations than rapid services or even special rapid services. Service patterns of orange commuter trains were the same as those of today, but the Futsu trains stopped only at Mitaka, Tachikawa, Hachioji and Takao. The trains did not even stop at Mitaka before 1986.

The table below shows Chuo Line service patterns in 1993 (weekdays). Rapid services called at all stations on the list.

	Special Rapid	Futsu
Shinjuku	✓	✓
Koenji
Asagaya
Ogikubo
Nishi-Ogikubo
Kichijoji
Mitaka	✓	✓
Musashi-Sakai
Higashi-Koganei
Musashi-Koganei
Kokubunji	✓
Nishi-Kokubunji
Kunitachi
Tachikawa	✓	✓
Hino	✓
Toyoda	✓
Hachioji	✓	✓
Nishi-Hachioji	✓
Takao	✓	✓

Due to an increased demand for commuter trains and congestion, the Futsu trains between Shinjuku and Takao were replaced with more frequent Chuo Tokkai special rapid services on 1 December 1993.

Joban Line

In addition to Kakueki Teisha (Local, all-stations) services between Ayase and Toride, Futsu services that were faster than rapid services had also existed on Joban Line until March 2004. The rapid services call at Nippori, Mikawashima, Minami-Senju, Kita-Senju, Matsudo, Kashiwa, Abiko, Tennodai and Toride. Meanwhile, Futsu services did not stop at Mikawashima and Minami-Senju during rush hours. The Futsu services called at even fewer stations before 1988, and some of them overtook rapid trains. They were extremely confusing especially for those who were not familiar with the line.

Since March 2004, all Futsu services stop at Mikawashima and Minami-Senju stations. As both the Futsu and rapid have become effectively the same, JR East incorporated the Futsu to rapid services in October 2004.

Why were there such confusing Local trains?

In both cases, Futsu trains were faster than rapid trains. To understand these tricky cases, it is essential to understand subtle and confusing differences between Japanese terms.

Traditionally, Futsu in the Greater Tokyo Aera was classified into ressha (列車), while rapid and Kakueki Teisha were classified into densha (電車). Generally speaking, both ressha (列車) and densha (電車) mean "train", but to be specific, densha means "electric train" for short-distance services with many stops. In other words, densha is just one form of ressha. Other types of ressha include, for example, diesel trains, limited express trains and freight trains. Thus, Futsu has been classified into a different category to rapid or Kakueki Teisha.

Historically, ressha usually meant coach trains hauled by locomotives. Most such trains were hauled by steam locomotives before the Second World War, which were heavy with poor acceleration and braking, and thus unsuited for services in urban areas which require frequent acceleration and deacceleration. Electric multiple units (densha), which were lighter and had far better acceleration and swift braking, became common in Tokyo by the 1930s, but they were costly and not reliable enough for long-distance services. Hence, electric trains were mostly used for short-distance services (i.e. commuter railways) with many stops, while loco-hauled trains were used for middle to long-distance services with fewer stops.

Japanese National Railways introduced electric multiple units to long-distance services in the early-1950s and gradually replaced locomotives and coaches, but the distinction of ressha and densha remained unchanged. It is also worth noting that long-distance Futsu services remained until the 1980s. For example, there were a few local (Futsu) services running between Ueno and Sendai via Mito until 1982.

Even after the privatisation of JNR, the remnant of the old days existed for nearly 20 years. This is why there were Futsu local services with fewer stops than rapid or even special rapid services on Chuo and Joban Lines. This is a good example of how historical legacies affected Japanese railways, though they have mostly disappeared today.

Trains with no air-conditioning

Japan is a humid country. Most part of country belongs to subtropical climate, and the highest temperature is usually observed in July or August. It is getting hotter than ever due to the global warming, and it is now not uncommon to see the mercury hitting more than 35 degrees Celsius. Hokkaido, the northern island known for a significant amount of snow fall, is no exception.

Therefore, air-conditioning has been vital for the most people here in Japan. Railway companies have invested in air-conditioned trains from the 1960s, and most "non-air-conditioned" trains in urban areas were withdrawn by the mid-1990s. However, there are a few exceptions as listed below.

(*Note that the list does not include preserved trains, old trams, tourist attractions and some funiculars.)

JR Hokkaido

Old diesel trains in Hokkaido are mostly without the air-conditioning. Since maximum temperatures in summer were used to be lower than 30 degrees Celsius, Japanese National Railways concluded that no such costly equipment was necessary. However, the mercury often hits 35 degrees or even higher these days, so AC is now essential even in this northern island. Nevertheless, there are a few diesel trains without one, namely KiHa 40 series, KiHa 54 series and some KiHa 150 series. They are used for regional services in Tomakomai, Asahikawa and Kushiro areas. Those who definitely wish to avoid such trains should purchase an extra ticket and get on a limited express service.

Yamaman

Yamaman is a real estate developer that has developed a town of Yukarigaoka in Sakura city (Chiba Prefecture) since 1971. Though located far from Tokyo, the town has developed successfully and continues to attract younger generations.

The company owns a small automated guideway transit system called Yukarigaoka Line in the town. Yamaman 1000 series, the only rolling stock of the line, has no air-conditioning. The company provides disposable wet towels and paper fans on the train, but they are clearly not enough during the blistering heat and high humidity. While Yukarigaoka is not a place for sightseeing, those visiting the town should acknowledge this fact or simply avoid trains and use bus instead.

Hakone Tozan Railway

Hakone Tozan Railway has always been busy, as the railway itself is now a tourist attraction. There are four types of trains, and one of them has no air-conditioning. MoHa 1 and 2, the oldest rolling stock, was introduced in 1950, and three carriages (which are effectively treated as one three-car unit) are still operational today. Hakone had had lower temperatures than Odawara or Yokohama until around ten years ago, but heatwaves have finally reached this mountain. Probably that is why the company has designated the 75-year-old train as a spare unit, and thus it usually stays at a depot instead of carrying passengers in summer.

Sangi Railway

Nagoya area has always been very hot, but surprisingly, there are a few trains without AC. Sangi Railway Hokusei Line is a rural railway in Mie Prefecture with very narrow gauge. Trains are 35-71 years old, and due to their size, engineers gave up installing air-conditioners on some of them.

Just two out of seven units are fully air-conditioned, and three units are partially air-conditioned (the first carriage has no cooler). The other two units are completely without AC. The company therefore posts timetables of "non-air-conditioned" services on X, and advises vulnerable people to avoid them. Given that Kuwana city, where the line starts, have recorded the highest temperature of 40.4 degrees on the first day of August, the timetables are essential for local residents.

---

As the recent heatwave is expected to continue for weeks, it is essential to have water and avoid sunshine as much as possible. Those who plan to travel the abovementioned areas should also check their itinerary and consider avoiding such trains.

Farewell, Enkobashicho Tram Stop

On Saturday 2nd August, the Main Line of Hiroshima Electric Railway between Hiroshima Station and Matobacho tram stop will be permanently closed. Instead, a new, shorter route connecting them will open on the following day. As a result, Enkobashicho, the only intermediate tram stop on the current route, will be permanently closed as well.

Enkobashicho is the tram stop adjacent to Hiroshima Station, the de facto central station of the city. It opened in 1912, and it was named after a nearby bridge called Enkobashi. The tram stop has very narrow platforms with no step-free access. There were no platforms until 1974, and they do not look safe even with them today.

Who uses Enkobashicho tram stop, which is less than 200 yards from the central station? Some passengers heading towards the central station alight at Enkobashicho, because services often come to a standstill due to traffic congestion. In that case, it is better to walk two minutes than to wait on a tram for 3-5 minutes. According to the Ministry of Land, Infrastructure, Transport and Tourism, nearly 2,000 people on average used the tram stop daily.

There is not much to see around the tram stop, but three rusted hand pumps on the pavement are striking. According to a small handmade sign, these pumps date back to the early 1940s or even before that, and they supplied water to those burnt by the atomic bomb on the Day 80 years ago. Whilst they are not officially designated as "atomic bomb heritage" by the authorities, Nippon Television concluded that they are genuine historical remains.

The rerouting of the Main Line constitutes the essential part of a redevelopment plan initiated by the city. As the new route is less likely to be affected by traffic jams, and the new Hiroshima Station platforms are larger than the current ones, passengers will be able to access the central station faster. Enkobashicho tram stop will have fulfilled its purpose, and will be demolished later this year for road widening.

Related: The Tram, another stark reminder from the past

The unprecedented disruption on Yamagata Shinkansen

Yamagata Shinkansen has been operating with significantly reduced services for nearly a month due to train faults. The line has been severely disrupted in summer, and it may have a huge negative impact on local economy.

On 17th June, Tohoku Shinkansen was closed for 5.5 hours due to broken down trains. Initially, it was reported that the newest unit of E8 series came to a halt because of fatal technical failure whilst testing, but according to Nikkei, three more units suffered from similar failure on the same day. According to JR East, a power system on each units that converts power for other devices broke down so that a cooling system stopped, and thus the trains could not reactivate. It was later found that the power system was severely damaged or even partly melted. The cause of the troubles remains unknown.

The E8 series entered into service in March 2024, and eleven seven-carriage units have been introduced as of today. Five of them have been taken out of service and are under investigation. JR East timidly reinstated other units to passenger services, but the company has decided to use the units always with 10-car E5 series trains. They are used only for a handful Yamabiko services between Tokyo and Sendai. In other words, the company has not used the E8 series units independently since then.

As a result, there has been a severe shortage of trains. JR East has been using E3 series trains alongside the E8 series, but the E8 series trains have been unable to engage in passenger services between Fukushima and Shinjo, so all Yamagata Shinkansen services are provided by old E3 series trains. However, the number of the E3 series is not sufficient, as the old trains have been gradually replaced with the E8 series. Hence, Nikkei estimated that the daily capacity would decrease by up to 40%.

JR East had no choice but to cancel almost of all direct services between Tokyo and Yamagata or Shinjo. According to the temporary timetables, E3 series trains run between Fukushima and Shinjo, and all passengers to and from Tokyo or Omiya are required to change trains at Fukushima station. As trains have to wait for the transfer, there have been minor delays on some services.

JR East and manufacturers are struggling to figure out the cause. Hence, JR East announced on Wednesday that the service reduction will continue until at least the end of July. Amidst concerns over local economy, Asahi Shimbun reported that the Governor of Yamagata Prefecture urged JR East to carry out all the necessary investigations and resume the services as soon as possible. In response to her request, JR East decided to provide three direct trains to and from Tokyo from Saturday 19th July using the E3 series, but there will be even fewer services between Fukushima and Shinjo due to lack of available trains. At present, it is highly uncertain if all E8 series will be reinstated before Obon holidays in mid-August, one of the busiest seasons in Japan.

Mojiko, Another Important Cultural Property

Mojiko is a station where Kagoshima Main Line begins. It was once vital for the entire island of Kyushu, but trains running between Kyushu and the Main Island (Honshu) have completely been rerouted. Nevertheless, Mojiko still remains as a symbol of the area, and its historic building is highly popular among tourists.

Mojiko is one of two active stations that are designated by the government as an Important Cultural Property (the other one is Tokyo station). Opened in 1891 as Kyushu Railway's Moji station, it had been the most important railway terminal in Kyushu until 1942, when Kanmon Tunnel connecting Shimonoseki and Moji opened. At the same time, Moji station was renamed Mojiko.

The current building was built in 1914, seven years after the nationalisation of Kyushu Railway. There are many things to see, not only the architecture itself but also interior features such as the ticket hall, ticket office and waiting room. The main building is magnificent especially at night when it is illuminated. While most tourists visit the area during the daytime and leave by sunset, it is worth waiting until it gets dark.

According to the statistics, the annual entry and exit in 2023 was approximately 3.5 million, less than 4% of that of Hakata (the busiest station on JR Kyushu network). Mojiko station is mostly empty except during rush hours, so these platforms look disproportionately long. They remind us of the days when millions of passengers and tonnes of goods a year relied on trains and ferries to cross the Kanmon Straits.

Mojiko is a place where old western-style buildings are preserved. It is a small but lovely tourist spot, and it takes only 15 minutes from Kokura by train. Shimonoseki, another city known for such buildings and fugu (blowfish) dishes, is just five minutes away by boat.