27 August, 2022

Torrential Rains and Rural Lines, a Bleak Future


On 3 August, an extreme torrential rain struck Tohoku and Hokuriku regions in Japan, destroying houses and infrastructure. The rain continued for more than a week, resulted in far more precipitation than average figures observed in August. Aomori, Akita, Yamagata, Fukushima and Niigata Prefectures were hit hard.

Many railways have also been devastated by the torrential rains, and JR East has been investigating and rebuilding them. On 25 August, the company published a document about current situations with photos. Three weeks have passed since the disaster, but not a few of them are yet to be reopened, as listed below. Replacement buses are available on all routes.

  • Ban-etsu West Line: Kitakata - Yamato (10 km / 6 mi)
  • Gono Line: Iwadate - Kajikazawa (75 km / 47 mi)
  • Hanawa Line: Kazunohanawa - Odate (37 km / 23 mi)
  • Ou Main Line: Takanosu - Odate (18 km / 11 mi)
  • Tsugaru Line: Kanita - Minmaya (29km / 18 mi)
  • Yonesaka Line: Imaizumi - Sakamachi (68 km / 42 mi)

All but Ou Main Line are enumerated in a list of "significantly unprofitable railways" (click here for a detailed English summary) which could be subject to a permanent closure. In fact, one of the reasons why an expert committee of the Transport Ministry issued the report was because those lines were vulnerable to natural disasters that are recently intensifying amid the global warming. Thus, local residents and politicians have expressed concerns about the fate of those devastated railways.


Is engineering work on going? According to TBS, JR East estimates that Ou Main Line could be reopened within a few months, possibly about 2-3 months. Fukushima Mimpo reported that JR East, the Japanese Government and the government of Fukushima Prefecture are discussing how to rebuild Ban-etsu West Line, and how much do each parties expend. Hence, these two lines are likely to be restored within a year.

However, the fates of Gono, Hanawa, Tsugaru and Yonesaka Lines are unclear. According to Kahoku Shimpo, Gono and Hanawa Lines are so badly damaged that it would take more than a year to rebuild them. Some parts of Gono Line are still inundated so that engineer workers are unable to investigate the situation. Yamagata Shimbun reported that local governments officially requested JR East to rebuild Yonesaka Line, and JR East acknowledged the importance of the resolution, but it could be lip-service. No new relevant report about Tsugaru Line is heard so far.

JR East will definitely ask local governments for sufficient contribution to those rural railways. All parties consider that the lines should be reopened as soon as possible, but some cities, towns and villages might disagree with reconstruction if it costs tremendously. In that case, the line could be permanently closed and replaced with bus service, which could be allegedly safer, more convenient and cheaper as discussed in the past article.

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20 August, 2022

50-year-old train in the capital

50 years have passed since introduction of London Underground 1972 stock. It entered service on 26 June 1972, and still used on Bakerloo line today. It is now the oldest rolling stock in the country except heritage trains, and Transport for London conceded that their replacement would be in the late-2030s or even in the 40s. There might be mixed views on the stock: some people (mostly railway enthusiasts) love this traditional design dating back to the 1960s, while others (commuters) mourn a bumpy ride and a lack of air-conditioning.


Is there any train for regular service that has been in use for more than 50 years in Tokyo? Yes, it is Tobu 8000 series. It entered service on 1 November 1963, so nearly 60 years have passed since introduction. They were mostly withdrawn from major commuter lines by the 2010s, but there are a few units formed of two coaches on small branch lines in Tokyo, namely Tobu Daishi and Kameido lines. More fleets are used in nearby prefectures like Chiba and Saitama, and they are likely to remain in service for several more years.

There were several more trains until a few years ago such as JNR 115 series (1963-2015), Tokyo Metro 6000 series (1968-2018) and Keikyu 1000 series (1959-2010), but currently Tobu 8000 series is the only one.


There is one more type that will certainly be 50 years old soon: Keisei 3500 series. The 3500 series was first introduced in 1972, and the very first fleet, which was registered on 26 December 1972, is still operational. Since their retirement is not imminent, they will certainly become 50 years old later this year.

Many foreign tourists describe trains in Japan always-shiny, but there are a few old-fashioned trains. Not a few daily users dislike out-of-date rolling stock with weak air conditioning and no information monitor above doors, though some railway enthusiasts like those trains.

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13 August, 2022

The Red List of Trains in Japan (Jul-2022 update)

The Red List of Trains in Japan has been updated with nine new articles as listed below. The website is mostly about trains that are operational today and those in service until around 2010, but I have decided to add a few bullet train articles with photos of static display, as Shinkansen has always been a symbol of Japan.


E6 series

In addition, I have modified errors on several articles and made others up to date. I hope they are useful.

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06 August, 2022

Squat Toilet Onboard

There are mixed views about toilets in Japan. On the one hand, many people outside Japan praise how restrooms are developed, as they are clean, automated and many of them have a shower for the best "position". On the other hand, quite a few people mourn unclean "traditional" squat toilets...like this American lady in a hilarious video.


(It always appears in front of me when it is the most urgent)

Since Japan is an Asian country, there are still many squat toilets. They look different from those in France or Italy, and perhaps the Japanese one is a little more hygienic, but both are effectively the same. Not only those from Northern and Western Europe, but also not a few Japanese people dislike it. However (and surprisingly), according to a survey conducted in 2016 by The Ministry of Land, Infrastructure, Transport and Tourism, nearly 20% answered that they preferred a squat one.

It is easy to find (or avoid) a squat toilet. Old buildings in rural areas, especially public toilets, tend to have it only.


Accessible toilet on Keikyu 1000 series

When it comes to railway in Japan, most stations have "western-style" toilets as do trains. Those introduced or refurbished recently have accessible toilets, sometimes with the shower feature. However, there are still trains with squat toilets even in Tokyo, which may be shocking for some people.


E217 series on Yokosuka and Sobu Rapid Lines have squat toilets. One out of three toilets on an 11-carriage unit (coach no. 11), and the only one on a 4-car unit (coach no. 増1), are the squat type. Since the E217 series is nearly 30 years old, those toilets are not always clean (though still durable).


E231 series on Tokaido Main, Takasaki and Utsunomiya Lines (also known as Ueno-Tokyo or Shonan-Shinjuku Lines) also have a squat toilet. Not all E231 series have one (thankfully), but a few 10-car units introduced before 2006 may bring you despair when you declare yourself in a state of emergency. The best way to avoid it is not going to the one on coach no. 6, and look for the other on either no. 1 (10-car units) or no. 11 (5-car units).


EXE stands for "Excellent"? Humbug!

A few private railways have one too. Odakyu 30000 series EXE has squat toilets, and presumably it is one of the reasons why the series has been the most unpopular train among all Romancecar trains. Odakyu has been refurbishing the series, and they installed accessible toilets with the shower feature on the renovated units, which are called EXE α.


Seibu 10000 series

Seibu has two types of trains with a squat toilet: 4000 series and 10000 series New Red Arrow. The 4000 series is used for stopping services between Hanno and Seibu-Chichibu, but most tourists would not use it. The 10000 series is used for Limited Express Koedo (Seibu-Shinjuku – Hon-Kawagoe), and the one on coach no. 7 is the "controversial" one.


Tobu 200 series

Tobu has three types: 100 series SPACIA, 200 series and 6050 series. The 100 series is less of an issue, as each toilet section has both the squat and western ones. Two out of three toilets on the 200 series are the squat toilet, but an accessible one is installed on coach no. 3 of 6. The 6050 series does not have a western-style one, but this train no longer runs in Tokyo.


There are eight types of rolling stock in the Greater Tokyo Area (JR East and major private railways) with squat toilets. In most cases, they have the western-style toilet as well, but if you are unlucky you may have to walk down the train. Thus, it is recommended to finish your "work" at station when nature calls you.


Finally, there are more traditional toilets onboard in western Japan, as JR West still uses considerable number of JNR trains, such as 113 series and 115 series. These 40-year-old trains only have the squat one so that best be borne in mind. More surprisingly, 500 series bullet train has one too, though the western-style ones are also available.


The one on 24 series sleeper coach

Again, in most cases you will see the western one, but be careful that it is not 100%.

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30 July, 2022

A new guideline: the fate of rural lines in Japan

Overview

Mimasaka-Kawai station, Imbi Line

On 25th July, an expert committee for rural lines, established by Ministry of Land, Infrastructure, Transport and Tourism (hereinafter referred to as the Transport Ministry), published a proposal regarding the fate of significantly unprofitable railways in Japan. The proposal includes a guideline of which JR lines could be subject to replacement with road transportation (i.e. permanent closure of the railway). The committee does not demand nor recommend an immediate closure of these lines, but suggests that local governments and railway operators should hold discussions about what to do with rural lines that meet certain criteria. To put it simply, the committee defines that those with "transport density" of fewer than 1,000 might not be sustainable.

There are many lines with less than that figure, but only few of them are likely to be permanently closed in the near future, as Nikkei suggests.


What is Transport density?

Yamanote Line is the most heavily used railway in Japan

In Japan, the "transport density" means how many passengers per one kilometre used the line daily on average. It is defined as a sum of the distance of each passenger divided by the length of the line or section.

For example: there is a 20 km-long line. There are 100 passengers a day on average, and 60 of them use the whole line, while 40 of them use the half. In this case, a sum of the distance of each passengers is 60 (passengers) times 20 (km) plus 40 (passengers) times 10 (km), which equals 1,600. The length of the line is 20 km. Thus, the transport density is 1600/20 = 80 passengers per km a day.

According to the Transport Ministry, the transport density of Tokaido and San-yo Shinkansen high-speed rail was about 658,000 in 2019. According to JR East, the figure of Yamanote Line was 1.12 million in the same year.


Matsuura Railway, former Matsuura Line of JNR

When Act on Special Measures Concerning Promotion of Reconstruction of Japanese National Railways (also known as the JNR Reconstruction Act) was promulgated in 1980, the Transport Ministry issued an ordinance that rural lines with transport density of less than 4,000 should be closed or transferred to entities established privately or by local governments, and 3,157 km (1,962 miles) were axed accordingly (these lines were often called the "83 unprofitable lines").

4,000 passengers per km a day was the key figure for assessing rural lines in the 1980s, but this criterion has been lowered significantly thanks to innovation (not least new trains compatible with driver-only operation and less energy consumption) and downsizing (removal of redundant facilities). According to NHK, it is estimated that lines above 2,000 could be in stable condition today.


What was Decided This Time?

As already noted, the current key figure is 1,000. To be specific (according to Nikkei):

  • Transport density of fewer than 1,000 passengers per km a day; and
  • The number of passengers between each adjacent stations is always below 500

However, there are a few exceptions:

  • Passengers per hour in peak direction exceed 500 (i.e. heavily used by commuters and students at peak times); or
  • Served by limited express services that connect major cities; or
  • Served by freight trains

The committee also recommended that local governments and railway operators decide the future of the line in question within three years. The solution could be:

  • New railway business model that attract more tourists; and/or
  • Continuing business with considerable support from local governments. This includes not only giving significant amount of cash or tax reduction, but also ownership transfer of facilities to local governments (meaning JR will not pay maintenance costs); or
  • Replacing the railway with bus services, either conventional one or Bus Rapid Transit (BRT)

The proposal has been criticised by many people (such as the Governor of Ehime Prefecture), but it is worth noting that some local residents welcome the permanent closure, as bus services could be more convenient than rail transport. Like the one in Samani Town in southern Hokkaido, where Hidaka Main Line was effectively closed in 2015, buses often provide more flexible services, as bus stops were installed in front of a high school, care homes, hospitals and a shopping centre.


Which Lines could be Affected?

Kazusa-Kameyama station, Kururi Line

According to official documents, lines listed below have fewer than 1,000 passengers per km a day. Note that not all of them are on the verge of closure, as some of them are served by limited express and/or freight trains, or major engineering work was carried out recently. Some lines had more than 1,000 before COVID-19 pandemic, and thus being on the list might be temporary. Shinkansen high-speed rail is not included in the percentage calculation.

Click ▼ to browse in detail.


JR Hokkaido (2020)

Hakodate Main Line

Lines with significantly low ridership amount to 56% of the entire network, the worst percentage among all JR. Even Hakodate Main Line is no exception, as this blog explained before.


JR East (2020)

Kamaishi Line

Approximately 31% of the network falls within the scope, and the total length of nearly 1,900 km (1,200 miles) is by far the worst among all JR group. However, many of them (especially "Main Line") are served by limited express and freight trains. Also note that JR East is the largest railway operator in the country, both in terms of the size of network and sales.

More than 20 out of the 31 lines listed below are in Tohoku region, but there are a few in the Greater Tokyo Area (Agatsuma, Kashima and Kururi Lines). GALA Yuzawa branch line of Joetsu Shinkansen is excluded from the list as it is available only during winter ski season.


JR Central (2016)

A train similar to that on Meisho Line

No official document is available so far, but the Transport Ministry published one instead in 2016. It shows that the entire Meisho Line had 273 passengers per km a day, but others had more than 1,000. Meisho Line amounts to just 3% of the entire JR Central network.


JR West (2020)

Kishin Line

About 30% of the lines operated by JR West have fewer than 1,000 passengers per km a day, most of which are in Chugoku Region.


JR Shikoku (2021)

Mugi Line

JR Shikoku is known for facing severe financial difficulties along with JR Hokkaido, but surprisingly, only four lines fall within the scope. Even so, it is equivalent to 23.5% of the network.


JR Kyushu (2020)

Nichinan Line

22% of the network could be subject to be axed in the future. When Nishi-Kyushu Shinkansen opens in September 2022, lines in Nagasaki and Saga Prefectures are likely to be added to the list.


Conclusion

Falling within the scope of 1,000 passengers per km a day does not necessarily mean that the line should be closed anytime soon. Not a few of them will remain as they have limited express and freight trains. Even without them, many lines are highly likely to be kept open with financial supports by the central and local governments. However, a few lines would be permanently closed in the near future if local residents agree with it.

The proposal applies only to JR lines. Even if not as radical as Beeching Axe, railway networks in Japan are likely to be rearranged in the coming years. In the case of permanent closure, there should be bus services convenient and reliable enough to be used as alternative means of transport by local residents.

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