Limited Express that could be discontinued

Introduction

My website, The Red List of Trains in Japan has focused on rolling stock and especially "endangered" train types in the country. However, it should be noted that rolling stock and train services are different. Even if a company does not have a plan to replace certain train units with others, some services might be downgraded or discontinued in the near future as the demand drops. This article focuses on limited express services that could disappear within a few years.

Taisetsu

Service commenced:	2017
Termini:	Asahikawa, Abashiri
Lines (principal):	Sekihoku Main Line
Distance:	237.7 km (147.7 miles)
Journey time (fastest):	3 h 37 min
Operator:	JR Hokkaido

Limited Express Taisetsu is a long-distance intercity service connecting Asahikawa and Abashiri in Hokkaido. There are two trains per day but do not run on certain Tuesdays, Wednesdays and Thursdays (off-season). There has been another limited express service called Okhotsk that runs between Sapporo and Asahikawa, but JR Hokkaido shortened some Okhotsk trains and renamed Taisetsu. Sekihoku Main Line has suffered from low ridership for more than 20 years as motorways opened that are shorter and allow faster speed than the railway.

On 7 June 2024, the local newspaper Hokkaido Shimbun reported that Taisetsu could be downgraded to a rapid train in March 2025, which does not require a limited express ticket. It would be beneficial for both passengers and JR Hokkaido as the fares will be cheaper and less staff than limited express will be necessary. No official announcement has been made by the company, but it is likely to take place soon.

Suzuran

Service commenced:	1992
Termini (principal):	Sapporo, Muroran
Lines (principal):	Muroran Main Line
Distance:	136.2 km (84.6 miles)
Journey time (fastest):	1 h 42 min
Operator:	JR Hokkaido

Limited Express Suzuran runs between Sapporo and Higashi-Muroran or Muroran. Muroran has the largest port in the island of Hokkaido so that the transport between these two cities have been in high demand. Nevertheless, the ridership of Suzuran has plummeted since March 2024 as seat reservation is now mandatory. This is effectively a massive fare rise so that most passengers have shifted to coach services. A single fare between Sapporo and Muroran is 5,220 yen for Suzuran while 2,500 yen for bus (though it takes an hour longer than the train).

There is an argument that JR Hokkaido has not learned anything from the history of Japanese National Railways, which fell into a vicious spiral of fare rises and a drop in demand. This is not necessarily true as JR Hokkaido has introduced discounts for reservation in advance. However, it seems that Japanese people dislike dynamic pricing as it is hard to understand and they feel being treated unfairly when it comes to railway fares. Other intercity trains of JR Hokkaido including Kamui and Lilac have the same problem, but Suzuran has hit the hardest so far. Therefore, the president of the company conceded during a regular press conference held on 11 June that he did not persist with having limited express services, and indicated that Suzuran could be downgraded to rapid.

Kinugawa

Service commenced:	2006
Termini (principal):	Shinjuku (JR), Kinugawa-onsen
Lines (principal):	Utsunomiya line and Tobu lines
Distance:	140.2 km (87.1 miles)
Journey time (fastest):	2 h 5 min
Operators:	JR East, Tobu Railway

As the name suggests, Limited Express Kinugawa connects Shinjuku and Kinugawa-onsen, the famous tourist spot with hot springs. There are also a few trains called Nikko that connect Shinjuku and Nikko. Both JR East and Tobu Railway provide the services (Tobu's trains are called SPACIA Kinugawa or SPACIA Nikko). The Tokyo-Nikko route had been highly competitive since 1929, but Tobu won by the early-1980s. Twenty years later, Tobu asked for JR East to establish a through-service because both Kinugawa and Nikko were suffering from a decline, as most Japanese people preferred going abroad.

The through-service has not been successful. There are many reasons for the low ridership. First, most tourists prefer road transport as most tourist spots in the area are not in the vicinity of railway stations. Second, there are only two regular services a day. There were four daily services until 2023, but both companies have decided to axe them. Instead, there are three more services that run at weekends and during high seasons. Third, JR Rail Pass does not cover Kinugawa or Nikko as the trains simply run non-JR lines, resulting in a small number of foreign tourists.

As JR East 253 series and Tobu 100 series SPACIA are expected to be withdrawn within a few years, the through-services are likely to end by then.

Fujikawa

Service commenced:	1964 (as Express Fujikawa)
Termini:	Shizuoka, Kofu
Lines (principal):	Minobu line
Distance:	122.4 km (76.1 miles)
Journey time (fastest):	2 h 14 min
Operator:	JR Central

Limited Express Fujikawa connects two prefectural capitals, Kofu in Yamanashi Prefecture and Shizuoka. Minobu line is a rural railway and known for great scenery as trains run by Fuji River and Mt Fuji. The train named after the river runs roughly every two hours. It is not just for tourists but also for local residents and businesspeople. JR Central has introduced discount tickets for short-distance journey, allowing commuters and students to use it easily.

Even so, its future is bleak. A motorway called Chubu-Odan Expressway opened in 2021, and now the road transport can connect the two cities in just two hours. Though there are only two coach services on Saturdays, Sundays and holidays, the cheaper bus will surely take train users over. It does not necessarily mean that Minobu line will close as there are quite a few people living near the railway, but it is not certain whether Fujikawa can survive. JR Central 373 series trains are quite old, but will the company introduce brand new trains to the area?

Muroto

Service commenced:	1999
Termini (principal):	Tokushima, Mugi
Line:	Mugi line
Distance:	67.7 km (42.1 miles)
Journey time (fastest):	1 h 21 min
Operator:	JR Shikoku

Many people firmly believe that Limited Express Muroto is on the verge of its demise. It connects Tokushima and Mugi on a rural railway called Mugi line. There were three services on each direction until 2019 but declined to just one as most local residents prefer cars. Today, a train towards Tokushima leaves Mugi in the early morning and returns in the evening, suggesting that the service is used by commuters and possibly a few students.

Muruto is still faster than stopping services as its journey time is 40 minutes shorter than the slow trains. However, given that the area has been sparsely populated for more than 200 years and no sign of population growth, the future of Muroto or even Mugi line itself is uncertain. Nobody would be surprised if JR Shikoku announced the withdrawal of Muroto at any time.

Personal views

Many people blame depopulation, but the low ridership is not necessarily triggered only by that. It is noted that those running railways and the authorities in Japan are not stupid, and they have endeavoured to keep those trains. Nevertheless, not everything succeeds.

Railways in Hokkaido have always said to be extremely difficult to maintain due to the harsh climate and geographical reasons, the government should fund them. However, residents in Hokkaido generally reject the idea because of antipathy against railways (or rather, trade unions) that has lasted for decades and highly sceptical about the necessity of having them.

As I argued before, railways are not necessarily greener or better than cars. In some cases, where new roads can connect cities and towns shorter while railway routes are winding due to historical reasons, road transport is more sustainable and safer than trains. Those five limited express trains might have already fulfilled their roles and about to disappear. Anybody interested in the journey are highly recommended to plan a trip before it is too late.

"Train Station Certificate"

A train station certificate, which is called 乗車駅証明書 (josha eki shoumei sho) in Japanese, has been increasingly common on JR network not just in rural areas but also in the Greater Tokyo Area. What and why is it?

Generally speaking, all passengers have to purchase a fare ticket in advance, but the train station certificate is one of a few alternative options. As the name suggests, the certificate proves which station a passenger started his or her journey, and it is issued free of charge. The passenger has to pay the fare at a station by the end of the journey, mostly by cash. It is also possible to pay the fare onboard when ticket inspection is carried out by a conductor, but it is rare in these days.

This orange box, which is often next to a ticket machine, issues the certificate. This system is similar to a "permit to travel" in Britain that allows passengers to travel when they have not purchased a ticket, but at least five pence are required to have one. On the other hand, the orange machine above does not charge passengers even a single yen.

The train station certificate system was initially introduced to unstaffed stations with few passengers. JR East has also been using the machine at stations in Tokyo and other major cities since the late-2010s to manage their work with fewer staff, including Sakuragicho, a station next to Yokohama and has more than 130,000 tap-in and out every day. Such stations are served by ordinary ticket machines, ticket barriers and staff for most of the day, but unstaffed in the early morning and late at night. In that case, the orange machine is activated.

Perhaps the most radical case is Tsurumi line. All stations (except Tsurumi) have been all unstaffed since 1971 and all ticket machines thereof were removed in 2022. Hence, those who do not have a Suica or PASMO card or those who do but with credit of less than 150 yen (the minimum fare) have to use the certificate.

Japanese railway companies use another system similar to the train station certificate: a numbered ticket, which is called 整理券 (seiri ken) in Japanese. There is always a machine on a train next to a door, and passengers have to take the numbered ticket when boarding. It is effectively not different to the certificate.

JR East has been encouraging passengers to use Suica/PASMO, but the IC cards have been restricted since last June due to the global chip shortage. Hence, some people have no choice but to rely on the train station certificate though many of those in Tokyo are not familiar with the system. Most foreign travellers would not use it as they have either Japan Rail Pass or Welcome Suica, but it might still be worth checking the machine just in case.

381 series, the final week

381 series, the last operational electric train in the country that Japanese National Railways developed for intercity services, retires on Saturday 15 June. The 381 series was introduced in 1973-82, and now used only for Limited Express Yakumo running between Okayama and Izumoshi in western Japan. The beige-and-red one, the iconic livery that dates back to 1958, has been highly popular among travellers and enthusiasts.

Probably not so many people remember that the 381 series was common in Osaka until around 10 years ago. This article looks back the days when the tilting trains were running in Kansai region.

Limited Express Kuroshio (Kyoto - Shingu via Shin-Osaka and Tennoji) had been provided by the 381 series for nearly 40 years when Kisei Main Line was electrified in 1978. There were 126 carriages in total at its peak in 1986-2011. JR West painted some units white with yellow and red bands in 1989, and almost of all units including those remained red and beige had been repainted blue and white by 2000. This light blue livery clearly showed that the train would run by the Paficic Ocean.

JR West introduced a few Green Car (first class coaches) which were converted from other intermediate carriages in 1989-90. Units with such a carriage were called Super Kuroshio. Some of the 381 series trains in the area were replaced with 287 series in 2012 and many of them were reallocated to other services as described further below. The rest of them retired on 30 October 2015, and nine carriages were transferred to Yakumo.

Those painted beige and red were used for Limited Express Konotori (Shin-Osaka - Kinosakionsen via Fukuchiyama Line), Hashidate (Kyoto - Amanohashidate) and Kinosaki (Kyoto - Kinosakionsen via San'in Main Line). The series entered into regular services of the aforementioned intercity trains in June 2012, replacing 183 series. The 381 series here were reallocated from Kuroshio services, and there were 40 carriages in total.

At first, tilting function of the 381 series was disabled as poles, signals and tracks of the lines served were not compatible with tilting trains. However, not a few passengers complained about uncomfortable vibration so that JR West enabled the function again but with smaller tilting angle.

The 381 series arrived at Osaka station. It was surreal to see an old-fashioned train standing at platform that was recently renovated. As many railway enthusiasts predicted, the 381 series did not last long. They were also withdrawn on 30 October 2015, just three years after reallocation. Two carriages were reallocated again to Yakumo.

Since then, Yakumo has been the last service run by the 381 series, and that is why railway enthusiasts across the country have gathered to the area. As mentioned above, the 381 series will be withdrawn from all regular services within less than a week, but a few units will remain during the high season. In fact, JR West revealed in its official timetable that some services during Obon (mid-August) would be the old trains. Hopefully, the JNR-era trains will run during the new year holidays 2024-25 as well, which might be the last opportunity to see them on mainline.

Yokosuka line, the disused branch line and its ruins

Yokosuka line is a suburban railway in Kanagawa Prefecture, which is 24 km (15 miles) long. It technically connects Ofuna and Kurihama stations, but most trains are extended to Tokyo (including Shonan-Shinjuku line services). The line was once one of the most important railway in Japan as there was Yokosuka Naval District. Today, Yokosuka is known for having the headquarter of the U.S. Seventh Fleet.

As Yokosuka line had been important for military purposes for more than 100 years, there were a few military installations until recently. Once of them remains near Taura station. Taura is approximately 64 km (40 miles) south of Tokyo and it is now a small station with just around 2,000 daily users. There are only three trains per hour on each direction at the daytime, with only one to and from Yokohama or Tokyo.

An industrial railway branched off until 2006. The railway was owned by Sagami Transportation & Warehouse Co., Ltd. and it was extensively constructed at Nagaura port. There are three tunnels on the western edge of the platform: the disused railway on the left, down main line (towards Yokosuka and Kurihama) in the middle and up main line (towards Zushi, Yokohama and Tokyo) on the right.

The industrial railway was constructed by the Imperial Japanese Navy in 1889, five years earlier than Taura station itself. The railway was strictly controlled by the Navy so that there is little information about its history, but it is said that not only military supplies but also goods including Japan Tobacco and Salt Public Corporation (now JT) products were also transported from here to Tokyo.

The railway was requisitioned by the U.S. Navy after the Second World War. Nagaura port was used by Americans as a major port hub in the region. One of the most important facility here is Azuma Storage Area, which is still controlled by the United States even today. Freight trains carrying jet fuel had been despatched frequently to Naval Air Facility Atsugi. The freight trains were managed by Japanese National Railways until 1984 and by JR Freight from 1987 to 1998. The industrial railway was officially closed in 2006.

There were disused bridges, level crossings and even English signboards until around 2010, but most of them have been removed by JR East and the local authorities, but tracks still remain on the pavement today. There are two disused diamond crossings, which are extremely rare in Japan.

The disused tracks disappear near the petrol storage of the Self Defence Forces. The tracks went further and it looked like a tram track in the tunnel (in other words, cars and trains ran together) in the past, but there was no trace of them today.

This is a rough sketch of the disused railway. A blue line shows Yokosuka line tracks that are operational today. Yellow lines show how extensive the industrial railway was, and the red line shows the tracks accessible without permission (i.e. on the public road).

Unlike in Europe, disused railways in Japan are often removed shortly after they were permanently closed. However, the one here in Taura still remains though nearly 20 years have passed since its closure. The ruins of the railway are likely to remain for a while as this area is mostly abandoned, but those who are interested in them should consider visiting the area before it is too late, as the ruins may suddenly disappear one day.

A long ticket that ticket barriers cannot accept

This is a ticket I recently purchased at a JR station. It is a simple standard single fare ticket from Kozukue to Okayama, but looks disproportionately long…not just the distance but also the size of the ticket.

They are three tickets that JR companies issue at stations. The first one is for a short journey, the most common one. The second and the third ones are so-called MARS tickets, which are issued for a longer trip as well as for limited express services including Shinkansen high-speed trains. MARS stands for Magnetic electronic Automatic seat Reservation System (previously Multi Access Reservation System), a train reservation system used by JR group and relevant travel agencies.

Generally speaking, a MARS ticket is 85 mm (3.35 inches) long just like a credit card, but the larger one is 120 mm (4.72 inches) long. In my case, the route was so complicated and long that it was issued as the 120-mm one. In fact, staff added two more routes by handwriting as the computer dropped a few letters.

My journey was from Kozukue station in Yokohama city to Okayama station, but its route was complicated. I went to Tachikawa and got out of a ticket barrier for a few hours, and went back to Yokohama. Three days later, I resumed my trip towards west, went out of a ticket barrier at Okayama station to grab some food and headed to Tsuyama where my grandmother lives. Then, I visited Niimi for sightseeing and finished the journey at Okayama.

According to JR regulations, any route can be chosen unless a holder passes the same station twice. This rule looks simple but it actually is not in major cities like Tokyo. For example, part of Keihin-Tohoku and Yokosuka lines are treated as the same as Tokaido Main line. There are also complicated rules on Shonan-Shinjuku line that often result in route duplication (technically void route). On the other hand, a passenger going from Kawasaki (Tokaido line) or Shin-Kawasaki (Yokosuka line) to Kikuna or further north on Yokohama line can enjoy an exemption despite technically being between Higashi-Kanagawa and Yokohama twice.

The table above has been simplified to make it easy to understand (though still complicated). Fare calculation is generally based on actual distance, but JR group has another complicated rules. First, high-speed railways have been regarded as the same as "Main Line" railways that lie parallel to. For example, Tokaido Shinkansen uses the same distance as Tokaido Main line despite bullet trains actually run a shorter route. Second, a different fare scheme has been applied to some rural railways (namely Tsuyama and Kishin lines here). Hence, each train journeys have been converted to longer figures than actual distances.

Even so, this annoyingly long ticket is cheaper than splitting the whole journey. Had I bought tickets separately, it would have been a few thousand yen more expensive than that.

A symbol on the bottom-right of the ticket shows that automatic ticket barriers cannot be used so that I had to ask a station staff for getting in and out every time.

The 120 mm ticket is rare, but there are a few other cases. Some special discount tickets such as Seishun 18 Ticket are as such. Room tickets of sleeper trains (namely Sunrise Izumo and Sunrise Seto) are also long. Furthermore, very few tickets that cover both JR and private railway lines are 120 mm, but they are extremely rare in these days.