Tsurumi Line: shabbiness and modernness

Tsurumi line is a commuter rail in Yokohama and Kawasaki cities, roughly 20 km (13 miles) south of Tokyo. The line is just 9.7 km (6 miles) long including two short branch lines, and the lines lie in an industrial district with factories and plants. Not only passenger trains but also freight trains run.

Despite being in large cities with a population of 3.7 million and 1.5 million people respectively, Tsurumi line looks like a railway in a rural town. It is fully electrified (except a few sidings for freight trains), but passenger trains are formed of just three coaches. Trains run every five minutes in the morning but every 20 minutes during off-peak times between Tsurumi and Hama-Kasawaki. There are significantly fewer services on branch lines: every 80 minutes on Umi-Shibaura branch line and just three trains a day on Okawa branch line (weekend). All stations but Tsurumi have been unstaffed since 1971, and some stations are so shabby that look abandoned.

The line had been served by secondhand trains reallocated from other lines for decades, but a brand new E131 series was introduced in December 2023. It is the first "genuine" new train since the line was nationalised in 1943.

Since 16th March 2024, all Tsurumi line services have been driver-only. Thus, there will be no conductor onboard. The new train will make the service even more efficient, environmentally friendly and less costly than before.

Bullet train crisis as JR East's negligence worsens

This morning, a bullet train overshot a platform by 500 metres. Tohoku, Yamagata and Akita Shinkansen were closed for more than three hours, causing severe disruptions on the rest of the network. No injuries have been reported so far, but this incident could have resulted in a fatal crash killing tens or even hundreds of people.

It is suggested that it was not a driver's fault but the company's negligence, but an official investigation is still at an early stage. This article summarises the case and past accusations published by a trade union, which might be beneficial to understanding that the Japanese railway is not always perfect and might no longer be as safe as before.

According to NHK, Yamagata Shinkansen service Tsubasa 121 from Tokyo to Shinjo failed to slow down when approaching Koriyama station at around 7:30 am and overshot the platform by approximately 500 metres. The driver found that the train was out of control just before entering the station and made an emergency announcement that the train could not stop. Passengers felt significant shocks amid fears. Fortunately, nobody was injured. They could alight from the train 80 minutes after the overshooting. JR East insists that chunks of snow between wheels and rail or inside the braking system significantly reduced friction and thus air brakes did not work.

It could have been a major disaster. The train passed points faster than speed limits, which could potentially lead to a derailment. Moreover, it could have been hit by another train, either a subsequent service or an opposite one. In fact, a train on the other track was due to arrive at Koriyama a minute later (Yamabiko 206 for Tokyo).

Tohoku region has been well known for a heavy snowfall. Hence, all bullet trains have been equipped with enhanced braking systems and heaters. JR East argues that even with these equipment and devices cannot prevent all abnormalities.

However, this incident could have been avoided easily if JR East had learned from the past. It was revealed last year that E3 series, the rolling stock for Tsubasa with each unit consisted of seven carriages, did not have enough braking power in winter. On 18 December 2022, a similar incident occured precisely at the same location due to snow. At around 10:05 pm, Tsubasa 159 overshot the platform by 160 metres. JR East Transport Service Workers Union urged the company to review its safety procedures in the following month, and the company conceded that all Yamagata Shinkansen trains would face the same problem in winter and promised to do something. Therefore, the company decided to add an empty 10-car E2 series (with more powerful brakes) train to Tsubasa even though only seven out of 17 carriages in total were for passenger use. JR East and the trade union considered that it would have enough power to slow down and stop the train.

Nevertheless, JR East apparently did not take such a measure this winter despite knowing that Tsubasa without a 10-car train would cause the same incident, and it actually happened. Hence, Nature does not justify anything in this case.

As reported in January, JR East has slipped into self-complacency and failed to address safety issues. That is why, it has caused major incidents repeatedly, many of which could have been a fatal accident. Employers and employees of JR East must have been thinking that the series of incidents does not matter as nobody died yet, but they were just lucky. It is reminded that "Disasters don't just happen. They're a chain of critical events".

The Red List of Trains in Japan (Feb-2024 update)

I added a new article to The Red List of Trains in Japan. The new article is about JR West 273 series which is due to enter into service in approximately five weeks. Furthermore, a quite few articles (especially those of JR Cenral) have been updated and some errors have been corrected.

The website is likely to be updated less frequently from April as I start a new job. Follow my Bluesky, Mastodon, Threads or X (Twitter) accounts for latest developments.

Railways that are on the verge of permanent closure

As this blog described before, the Japanese Government and railway companies have been discussing about the fate of rural railways that run sparsely populated areas. Most of such railways were constructed before the Second World War, mainly for freight trains transporting coal or wood. They were designed for light freight trains running at slow speed so that they became outdated after the War. Hence, the central and local governments constructed well-maintained roads that connect towns and villages far shorter than those railways. As a result, they have not been used by local residents for nearly or even more than half a century.

On Tuesday 13 February 2024, I visited two railways in western Japan that are placed on top of the "endangered railways" list: Geibi and Kisuki lines. They are two least used railways that JR West has been operating. Here is what I thought about them with a few photos.

Geibi line

Geibi line is a 160 km (100 miles) long railway that connects Bitchu-Kojiro station in Okayama Prefecture and Hiroshima station. The line from Hiroshima to Shimo-Fukawa has been heavily used by commuters and students, while that between Bingo-Ochiai and Tojo is miserable as there are less than 20 passengers a day. According to statistics, it costs approximately 25,000 yen to earn a revenue of 100 yen there.

The line starts from Bitchu-Kojiro, but all services are extended to Niimi station, which is close to the city centre. Niimi is an interchange station with two more lines available: Hakubi line towards Okayama or Yonago (de facto main line) and Kishin line towards Tsuyama (another rural railway). There are six Geibi line services but three of them terminate at Tojo, so there are only three trains a day between Tojo and Bingo-Ochiai.

The service 443D to Bingo-Ochiai departed Niimi at 1 pm with just five passengers in total: three railway enthusiasts including me, a high-school girl and an elderly woman. The latter two alighted from the train within 20 minutes, and another elderly man came in to the train and left at Tojo. The train ran in the middle of nowhere with no other local resident onboard.

Rural railways in western Japan are sluggish as JR West has imposed extremely slow speed limits on curves, tunnels and bridges. They were due to minimise the maintenance cost, and the 25 km/h (15.5 mph) restrictions are lowered to 15 km/h (9 mph) when raining or snowing. However, even if there had been no such limits, trains would not have been fast enough to win a race against cars.

The train entered into Hiroshima Prefecture just before arriving at Tojo station, which is one of few major stations but only has eight users per day. I must say that I could not find anything particularly interesting there, but there was one thing that attracted me 20 minutes later at Uchina station. It seemed that a volunteer sometimes decorated the station with lovely flowers on the pole. It was said to be "heavily" used by local residents back in the 1980s…though merely around 10 people a day then.

The train arrived at Bingo-Ochiai, probably the least busiest interchange station in Japan. All Geibi line services in this area start from or terminate at here so that all passengers have to change trains. Kisuki line also branches off. It was once a bustling station as steam trains had to be refilled. According to a pamphlet, there were restaurants and even a ski resort near the station. It sharply declined when all steam trains were replaced with diesel ones in 1971, and there are only a handful buildings in the area today.

Kisuki line

Kisuki line is 82 km (51 miles) long and connects Bingo-Ochiai and Shinji. Actual distance between these stations is less than 48 km (30 miles), but the railway is longer than that as it locates in and between mountains. In spite of lengthy route and low speed, the line was served by a few express services that connected Hiroshima and Matsue until 1990, but they were completely superseded by buses on a motorway. There were only four passengers including me when the service 1462D left Bingo-Ochiai, and all of them must be railway enthusiasts. Probably it was the busiest among just three services on that day.

As soon as the train left Bingo-Ochiai, phone signals went out. The train ran slowly so that it took more than 10 minutes between stations. There was "Okuizumo Orochi Loop" between Miinohara and Izumo-Sakane. The National Route 314 has such a spiral loop to climb a mountain, while Kisuki line goes further east to do so. Cars were running at 60 km/h (obviously exceeding the speed limit) while the train ran at 25 km/h.

Kisuki line is often closed in winter. Not only Hokkaido and Tohoku region but also part of Chugoku region is prone to heavy snow. Fortunately, there was little snow as it was warmer than usual, but warm temperature in winter sometimes causes another problem: avalanche.

Kisuki line has a zig zag near Izumo-Sakane station. The train reversed twice before arriving at the station so that it took 17 minutes from Miinohara. As mentioned above, smartphones are mostly "no service" in the area so that anyone visiting the line should download a map in advance.

Approaching Izumo-Sakane. There is a spring next to a station building and it is called "water of longevity" (延命水, enmei sui). There is a myth that a racoon dog that lived for more than 100 years loved this water. It has been certified by the authorities and anyone can drink it, but I could not do so as the train stopped only for three minutes.

The train reached to the civilisation. Kisuki is the largest intermediate station on the line that locates near the city centre of Unnan. There are vending machines and a supermarket in front of the station. There are 11 services a day towards Shinji, so it now sounds like a normal rural railway. There were around 15 passengers in total as the train went towards Shinji, where the train terminated.

The three-hour journey on Kisuki line finally came to an end. All passengers including me looked for San'in line service to Yonago, which departed shortly after the Kisuki line train's arrival. Even with extremely small number of service, it was not difficult to make a trip as train connections were good.

Personal views

I enjoyed the trip, but I also found neither lines could survive. There were only a handful of passengers on both trains, all of which were railway enthusiasts. There was literally no local resident near Bingo-Ochiai station, and it clearly shows that the railways have already fulfilled its role decades ago.

Many people blame ageing society and depopulation for the permanent closure of rural railways, but it is not always correct. Even with lots of young people, the railway would not have been used as those railways are far longer than roads. The railways were constructed when civil engineering was not developed enough, while roads were constructed with the latest technology. These railways are simply obsolete and susceptible to natural disaster, and I must concede that nothing can justify these railways. Safety, reliability, speed, comfortability and eco-friendliness…road transportation prevails the railways in all terms.

Some activists may argue that trains are always greener than cars, but it is simply wrong. Maintaining those railways require far more budget, resources and energy than keeping roads nearby available. Buses and taxi services will certainly be far more beneficial than trains for people living in this area. As elderly people have been struggling to drive a car, local governments should concentrate on alternative transports and delivery services as soon as possible rather than sticking to railways that no one uses.

Itinerary

The table below shows how did the journey go on. I stayed at a hotel in Yonago so that my entire trip was like a large circle. I had another business in Neu, so ignore the first two lines.

Yonago	( 6:08)	→	Neu	( 6:33)
Neu	(11:53)	→	Niimi	(12:35)
Niimi	(13:02)	→	Bingo-Ochiai	(14:28)
Bingo-Ochiai	(14:43)	→	Shinji	(17:38)
Shinji	(17:44)	→	Yonago	(18:41)

Those who plan to do a similar trip should carefully check timetables as some services do not run on certain days due to planned engineering work. It is also highly recommended to buy sufficient amount of water and food before getting on a train (there are two convenience stores near Niimi station). There is no need to worry about a toilet as the rolling stock on these lines has one.

Tokyu Q Seat, the empty express

"Q Seat" is a service that has been provided by Tokyu since 2018. It is a seat reservation scheme during evening rush hour for commuters fed up with extremely packed trains. It was first introduced to Oimachi and Den-en-toshi lines, and there are nine Express services leaving Oimachi station between 5:00 pm and 9:40 pm on weekdays. Each service is formed of seven coaches, and one of them is designated as Q Seat that requires a 500-yen additional fare. Since Den-en-toshi line has been infamous for congestion, many passengers choose the all-reserved coach on the way home for up to 40 minutes.

* The seats will be turned to transverse ones when used in the evening

In August 2023, Tokyu introduced the scheme to Toyoko line with the same price. Two out of ten coaches of express services leaving Shibuya between 7:35 pm and 9:35 pm (precisely every 30 minutes) are Q Seat. As Q Seat is designed for commuters living near Tokyu stations, the trains have to stop at more stations than the fastest limited express services.

However, Toyoko line Q Seat has obviously been unsuccessful. The company must have imagined that the ridership would be as good as those on Oimachi and Den-en-toshi line, but there are only a handful passengers per Q Seat coach.

Tokyu has been desperate to promote the Q Seat on Toyoko line. It has offered a 50% off deal from 13 November to 29 December and again from 9 to 31 January. Furthermore, a bottle of green tea or yoghurt-based beverage (which roughly cost 160 yen) will be given without charge from 5 to 29 February. Despite these efforts, Toyoko line users seem to believe that it is not reasonable or useful enough.

Why Toyoko line Q Seat suffers from low ridership?

The start of the services

All Q Seat trains start from Shibuya station, but not a few Toyoko line passengers commute to even farther such as Shinjuku and Ikebukuro. They use direct services towards Shinjuku and Ikebukuro in the morning, but they have to alight a train at Shibuya if they wish to use Q Seat in the evening. This is simply inconvenient, and it must be the main reason for low usage.

Rivals

Unlike Den-en-toshi line, Toyoko line has a major competitor: Shonan-Shinjuku line. Both lines run between Shibuya and Yokohama and call at Musashi-Kosugi. JR East's Green Car is more expensive than Q Seat, but given the extensive network, JR can be more convenient than Q Seat trains.

Speed and duration

Unlike similar services that other train operators provide, Toyoko's Q Seat is not the fastest service of the line as mentioned above. Express trains on Toyoko line is notorious for stopping too many stations, calling at 14 out of 26 stations (excluding Shibuya). This is simply too slow, but Tokyu might have been in a dilemma: if Q Seat had been available on limited express services, even fewer people would use it as it only calls at major interchange stations and thus lose in battle against JR.

What is worse, exhausted commuters do not necessarily have to rely on Q Seat to secure a seat. There are "local" services calling at all stations start from Shibuya roughly every 10 minutes. A table below shows how different their duration from Shibuya is.

	Express	Local
Den-en-chofu	13 mins	17 mins
Tamagawa	15 mins	19 mins
Musashi-kosugi	17 mins	22 mins
Hiyoshi	21 mins	27 mins
Tsunashima	23 mins	29 mins
Kikuna	27 mins	34 mins
Yokohama	33 mins	48 mins

Local trains take more than express trains, but the differences are not significant. When everyone has a chance to have a seat on the local train, how many people think of paying 500 yen more?

To make the service more attractive, Tokyu has to do something other than providing a bottle. First, Q Seat should start from Fukutoshin line stations such as Ikebukuro and Shinjuku-sanchome. However, it must be a hard work for Tokyu as it has to negotiate with Tokyo Metro. Tokyo Metro has already had similar services (namely Odakyu Romancecar on Chiyoda line and TH Liner on Hibiya line), and it will certainly apply a similar fare. Thus, the Q Seat ticket is likely to be around 710 yen, which would be too expensive.

Second, Tokyu should consider providing the service during morning rush hour as well. Generally speaking, train congestion is worse in the morning than in the evening so that there might be a demand for seat reservation.

Third, Tokyu should also consider providing the service at the weekend. Parents with infants or babies and elderly people have struggled with packed trains on Saturday and Sunday. It might be a good promotion of Q Seat, and some of the parents may use it on weekdays as well.

The aforementioned options must have been on table, and the company will hopefully sort the problem out. Otherwise, the brand new Q Seat coaches would just be a waste of money.