50 years on: a comparison (part 6)...Tokyo the capital

Introduction

Commuter and suburban trains in the Greater Tokyo Area in 1973 might look quite different for some people, while those who remember the railway before Shonan-Shinjuku Line opened would not think so. Most railways in the capital have already been what we know today.

As the population in the area skyrocketed in the 1960s and 70s, trains were extremely overcrowded, with up to more than three times more passengers than maximum capacity were on a train every single day. JNR had to do something to improve "commuting hell" so that it implemented Five Directions Operation (also known as Tokyo five-direction strategy) in 1965. The seven-year project included constructions converting double-track to quadruple-track railways, making each train longer with more coaches and introducing more new trains. Not all constructions completed by 1973, but a dramatic progress had already been observed.

This article looks into five directions and inner-Tokyo, and compare them a little with the current timetables.

Chuo Main Line

Chuo Main Line was the first JNR railway to be dramatically modernised as the number of passengers had exponentially increased since the late-1950s. In 1973, commuter trains (mostly 103 series) have already been painted either orange (Rapid) or yellow (Local). Service frequency has been unchanged on both lines (though Special Rapid trains ran only at daytime in 1973).

The orange trains mostly ran between Tokyo and Takao, while the yellow trains were running between Mitaka and Chiba, both exactly as we see today. There have been through-services between Mitaka and Nishi-funabashi on Tozai Line (TRTA at that time, now Tokyo Metro) since 1969. Duration of trains were almost the same as we see today too.

Then, were not there any major difference between timetables in 1973 and 2023? There was one that may be worth noting: regional "stopping services" to and from Shinjuku in 1973. They were either loco-hauled or 115 series. There were nine services a day as shown below including one night train (though standard-class seats only).

Shinjuku (6:20)	→	Nagano (16:04)
Shinjuku (7:08)	→	Kofu (9:56)
Shinjuku (12:08)	→	Matsumoto (19:19)
Shinjuku (13:40)	→	Kofu (16:16)
Shinjuku (14:35)	→	Matsumoto (21:00)
Shinjuku (16:30)	→	Kofu (19:08)
Shinjuku (17:10)	→	Matsumoto (22:48)
Shinjuku (21:00)	→	Kofu (23:18)
Shinjuku (23:55)	→	Nagano (10:11)

It is also worth noting that these "stopping services" did not call at Mitaka, Kokubunji, Hino, Toyoda and Nishi-Hachioji despite "Rapid" trains stopped at all of those stations. It might have been extremely confusing for those who were not well versed in the railway.

These long-distance "stopping services" were discontinued in 1993 as Special Rapid services were extended to Otsuki.

Tohoku Main and Takasaki Lines

They were quite different from what we see today as there was no Shonan-Shinjuku and Ueno-Tokyo Lines. In 1973, all regional services were to and from Ueno. Short and middle-distance trains were provided by 115 series while long-distance ones were loco-hauled.

Most trains went as far as Utsunomiya, Kuroiso or Nikko. In addition, there were many long-distance regional services. For example, a train departing Ueno at 5:08 terminated at Koriyama (11:17), and another one leaving Ueno at 16:14 terminated at Fukushima (22:39). The longest regional train, which left Ueno at 11:17, was for Ichinoseki in Iwate Prefecture (440 km or 274 miles north of Tokyo) arriving at 23:02. However, the number of trains per se was far fewer than today, with only one or two trains per hour at daytime.

Today, regional services run only as far as Utsunomiya, but with five trains per hour at daytime. JNR had been focusing to long-distance intercity services back in 1973, but JR East adopted a different approach by running more short-distance trains. Since long-distance journeys are mostly covered by bullet trains, regional trains towards Fukushima or Miyagi are no longer needed. The current timetables must be far more convenient for local residents than those in 1973.

Joban Line

Joban Line services have been complicated for more than 50 years, but it was even worse in 1973. There had been regional "stopping services" that actually passed some small stations, Rapid trains, and Local trains calling at all stations. Regional "stopping services" were mostly 415 series while Rapid and Local trains were 103 series. In addition, some Local trains were provided by 5000 series and 6000 series from Chiyoda Line.

Regional "stopping services" included trains from Ueno to Takahagi, Taira (now Iwaki) and even Sendai. They were mostly 415 series, but two trains per day running towards Sendai were loco-hauled. Moreover, the last train of day from Ueno (23:24) to Mito (1:28) was KiHa 58 series diesel train despite the line was fully electrified. There was only one train per hour at daytime and just two trains even during rush hours. Today, three E531 series trains per hour run towards Tsuchiura or Mito at daytime.

Rapid trains between Ueno and Toride are mostly unchanged: there have been trains every 20 minutes at daytime and more during rush hours. However, there were only two services a day from Ueno to Narita via Narita Line in 1973 (both of them were coaches hauled by a diesel locomotive), while the direct train runs hourly today.

Local trains have been mostly unchanged except the through-services to Chiyoda Line. In 1973, the underground between Yoyogi-koen and Yoyogi-uehara was still under construction, hence there was no direct service to and from Odakyu line.

Sobu Main Line

Local services were almost as the same as the current timetable, though mostly provided by 103 series in 1973.

When it comes to Rapid services, frequency and duration were not so different than what we see today. 113 series trains were mostly used. The most significant difference was that Sobu Line Rapid services started from or terminated at Tokyo station, and there was no direct train to and from Yokosuka Line.

It must also be worth noting that Keiyo Line did not exist in 1973.

Tokaido Main and Yokosuka Lines

Until 1980, Tokaido Main and Yokosuka Lines shared the same tracks. Nishi-Oi, Musashi-Kosugi, Shin-Kawasaki and Higashi-Totsuka stations did not exist in 1973.

There were many Tokaido Line stopping services during rush hours. For example, six trains left Tokyo station between 5 pm and 6 pm (while there are seven trains today, excluding Ueno-Tokyo Line trains terminating at Shinagawa). However, there were only 1-4 trains per hour in the early afternoon, making it inconvenient for local residents.

Most suburban trains were for Odawara, Atami or Numazu just like we see today, but there were even longer services like Shizuoka and Hamamatsu. The longest suburban train was for Ogaki in Gifu Prefecture, leaving Tokyo at 23:35 and arriving Ogaki at 7:10. This overnight regional train was later rearranged to Moonlight Nagara and well-known among backpackers until when it was discontinued in 2020.

Meanwhile, Yokosuka Line trains seem to have been treated as less important railway than Tokaido Main Line. The 1973 timetable shows that there were only 3-4 trains per hour for most of the time, and up to just six trains from 5 pm to 6 pm. And like other JNR trains, the services were infrequent. For example, when you missed a 15:56 service at Tokyo station, you had to wait for a 16:35 service. But there was another train six minutes later.

Today, trains depart Tokyo every 15 minutes during off-peak times and there are up to eight trains per hour at peak times. You sometimes have to wait for up to 19 minutes, but still better than back in 1973.

Inner-Tokyo

Yamanote Line has been mostly unchanged since 1973 except rolling stock (103 series) and Takanawa Gateway station. However, there were some major changes in the previous year: the line was renamed from "Yamate Line" to "Yamanote Line", and de facto branch line between Ikebukuro and Akabane was separated and renamed "Akabane Line".

Akabane Line was just 5.5 km (3.4 miles) long, and eight-car 103 series ran every 5-10 minutes. Despite being short, the timetable suggests that there were many passengers between Ikebukuro and Akabane. When Saikyo Line opened in 1985, Akabane Line was incorporated to it. Today, "Akabane Line" has almost been forgotten though it is still registered as the official name.

Personal Views

Comparisons and subsequent minimal analysis show that there are a few things that were clearly different 50 years ago. Even apart from several railways that did not exist in 1973 (namely Keiyo, Saikyo, Shonan-Shinjuku and Ueno-Tokyo Lines), JNR had not implemented convenient services with frequent trains when it came to suburban rails, though commuter rails have already been similar to what we see today. The Five Directions Operation was about to be completed, but service patterns were yet to be fully modernised.

At that time, JNR had still been concentrating on long-distance trains. Such a policy was applicable not only to Express and Limited Express trains but also to regional stopping services. Such inefficient services across the country lead to a sharp decline in demand but trade unions strongly refused reforms, which eventually lead to the privatisation. JNR finally introduced completely new timetables that included short but frequent trains in November 1986, just five months before JNR became JR.

Long-distance regional stopping services sound attractive for younger generation (including me), but commuters living in suburbs of Tokyo might have felt more stressful than today. Though JR has many problems in these days, things have surely been improved in the last five decades.

Transit Discount soon to be terminated

On 22 September, JR Hokkaido, JR East, JR Central and JR West announced that Transit Discount (乗継割引, noritsugi waribiki), a 50% discount for limited express tickets, would be discontinued in spring 2024.

Transit Discount is a fare scheme which makes a limited express ticket 50% cheaper than usual when purchased together with a bullet train ticket (conditions apply). It was introduced by Japanese National Railways in 1965, a year after Tokaido Shinkansen opened. Bullet train services have been expensive, so if there had been no such a scheme, passengers going to or from stations which had direct services to and from Tokyo until 1964 would have had to pay disproportionately higher prices than they did before. The rule has been, as always, very complicated.

The Discount is applied when two tickets (a bullet train ticket and a limited express ticket) are purchased at the same time. If one uses a bullet train and then a limited express train, both journeys have to be on the same day (valid for two days in an opposite case). Not all interchange stations were covered: for example, it was not applicable to changing trains at Tokyo, Shinagawa or Ueno stations due to the historical reason described above.

The scheme had also covered express tickets until 2016 when all express trains were withdrawn.

Generally speaking, a passenger has to make a transfer at a station where both trains stop, but there are a few exceptions. A pair of tickets above shows that I could take Express Hamanasu from Aomori with the Discount though a bullet train terminated at Shin-Aomori. In that sense, Aomori and Shin-Aomori were effectively one single station.

The Discount was also applied to a few sleeper trains though a bed fare remained unchanged. This express bed ticket (Hamanasu) was supposed to be 7,560 yen at that time (1,260 yen as the express fare while 6,300 yen for bed). The 50% discount was valid only for the express fare so that the total amount was 6,960 yen (630 + 6,300).

Similarly, a Green Car fare is not subject to the Discount either. In this case, the limited express fare was 50% off (from 2,580 to 1,290 yen) but the first class fare was the same as usual. There was no discount at all for special accommodations such as Green Compartment.

Another exception was that some sleeper limited express trains such as Sunrise Seto were treated like a bullet train until April 2023. I travelled to Tokushima from Tokyo using the sleeper train and changed trains at Takamatsu. Since the Discount was valid on the whole day, I could spend five hours for sightseeing in Takamatsu before getting on the discounted Limited Express Uzushio.

Finally, there is another interesting rule. This is an ordinary fare ticket, but there is a stamp on the top right, which means "transit requested" (乗継請求, noritsugi seikyu). According to regulations, when a passenger asks for the Discount in accordance with the rule but a railway operator cannot issue a second ticket due to certain circumstances, the passenger can purchase it later at another station. Strictly speaking, it is applicable only when the second train is full or there is no device to issue any more ticket (such as onboard ticket machine carried by a conductor), but some JR staffs misunderstand the rule and sometimes stamp a fare ticket like this even when it does not meet criteria.

JR companies had been eager for years to abolish the scheme simply because of financial reasons. According to JRs, it no longer fits for purpose as many passengers (mainly businesspeople) have shifted to e-tickets, but it is evident that they are interested more in potential increase in revenue. JR Kyushu was the first company to terminate the scheme (11 March 2011), while JR Shikoku followed earlier this year (31 March 2023), then JR Central abolishes it on 15 March 2024. Other three companies have not referred to a specific date, but it is likely to be on the same day.

The termination of the Transit Discount is effectively a fare rise. Even though railway companies are struggling with making profit after the COVID-19 pandemic, it surely discourages people to use their services. It may lead to further decline in demand as not a few people would shift to cheaper options such as buses and budget airlines.

"Tokyo King's Cross"

On 25 April, a refurbishment programme at Seibu Railway's Ikebukuro station in Tokyo has been completed. Platforms 1 and 2 now look like King's Cross station in London. Seibu carried out the construction as Warner Bros. Studio Tour Tokyo - The Making of Harry Potter opened at Toshimaen.

Signboards are replaced with new ones, some of which have a broomstick icon.

A brick pattern on the wall might attract Japanese tourists, even though it is clearly a fake and does not look real at all. There are several features at Ikebukuro station which King's Cross does not have, such as platform edge doors and obnoxiously vivid advertisements.

Seibu 20000 series with Harry Potter advertisements. Pictures of the three main characters must be taken in around 2002 when the film Chamber of Secret was released.

This is the genuine King's Cross, probably one of the most famous railway station in the world. Not only walls and pillars but also the high ceiling make the station magnificent.

Compared to London King's Cross, "Ikebukuro King's Cross" does not look majestic or glorious. Needless to say, imitation can never beat the original. However, it should not be forgotten that Ikebukuro station platforms are designed for children visiting Toshimaen. Even the imitation might be attractive enough for those are on a way to the amusement park and diving into the world of magic. Probably some children would be interested in British culture, and one day visit London to see the real King's Cross station.

The level crossing scandal in western Japan

Kotoden (Takamatsu Kotohira Railroad) is a small private railway in Kagawa Prefecture, western Japan. There are three lines: Kotohira line (the longest and busiest), Nagao line and Shido line. The network is precisely 60 km (37.3 miles) long with 53 stations in total. There are 80 train carriages for passenger use, all of which are second-hand trains of Keikyu, Keio or Nagoya City Subway. This company has been accused of poor maintenance of facilities especially level crossings.

According to the local media, Shikoku Transport Bureau, a part of Ministry of Land, Infrastructure, Transport and Tourism ordered investigation on 30th June of a broken down level crossing on Nagao line. On 11th April at around 4 pm, the level crossing did not activate when a train entered it, which could have caused a serious accident. Kotoden later conceded that a deteriorated fuse prevented the level crossing from working. The fuse, which was supposed to be replaced with a new one every 10-15 years, had been in use for nearly 40 years. The company replaced 454 old fuses in accordance with the order.

On 13 July at 11:30 am, less than two weeks after the order was issued, a Kotohira line level crossing did not respond when a train was approaching. The train stopped just in front of the level crossing, but TBS reported that another train passed the crossing a few minutes earlier despite barriers and bells were not working. It meant that the driver failed to check if the track was securely cleared. The company later acknowledged that the level crossing controller was somehow shut down at that time.

Furthermore, a similar incident took place at another Kotohira line level crossing on 19 August. In this case, two trains passed the crossing at a speed of 50-60 km/h and drivers failed to respond a signal warning them of abnormality. In spite of instructions by managers, the drivers did not take them seriously.

It was the seventeenth critical incident since 2015, and resulted in resignation of the president. Even after that, multiple videos of level crossings with bells and barriers not working in spite of an approaching train have been viral, indicating that the company has failed to deal with repeated troubles.

Why have there been so many serious incidents? In the August case, the barrier was 20 years old despite its manufacturer recommended replacing it in 10 years, though the president insisted in a press conference that it must not have been an issue. His statement clearly shows the lack of will to observe safety rules, and it is also evident that train crews and maintenance workers do not recognise how serious the cases are.

Some people argue that Kotoden's financial difficulties have led to those troubles. It is true that Kotoden once went bankrupt in 2001 after unsuccessful investment in a redevelopment project with a department store. However, Kotoden has been doing quite well in recent years (with significant amount of subsidies), as its railway sector recorded a profit of 13 million yen even with the aftermath of COVID. The company estimated in June that there would be much more profit in the next term. These facts show that Kotoden is not a company on the verge of bankruptcy, and it could have been able to do far better than what we see today.

It would take weeks or months for the things to be fixed even if Kotoden decides to deal with the poorly maintained facilities. In the meantime, it is essential for everyone in the area, both car drivers and pedestrians, to exercise increased caution. It is reminded that Article 33 paragraph 1 of the Road Traffic Act provides as follows:

"Before going over a railroad crossing, the driver of a vehicle or streetcar must stop immediately in front of the railroad crossing (or immediately in front of any stop line established by road signs or markings; the same applies hereinafter in this paragraph) and must not proceed until after checking that it is safe to do so..."

There is a good reason why driving schools in Japan instruct that the driver should open a window to hear if a train is approaching in addition to look both sides of the track. Not everyone observe them in these days, but it is important to exercise them especially when level crossings are not reliable.