Center-Minami, looking north towards Center-Kita: Blue Line (left) and Green Line side by side
Day 3 (4 May 2016)
On my third day in Tokyo, Wednesday, it was supposed to rain after a stormy night, but already
after breakfast, the wind had blown away all the clouds and it was a
clear and sunny day. As I had already decided to spend the day mostly
underground on the Yokohama Subway, I didn't change my plan, but went
much more to the surface, which means that the entire exploration
took much longer than initially planned.
To get to Yokohama, I took advantage of
the through-running trains, i.e. theoretically you can stay on the
same Tokyo Subway train from Iidabashi to Hiyoshi, the northeastern
terminus of Yokohama's Green Line. As this implies, however, Tokyo
Metro as well as private operator Tokyu, I entered the system with my
PASMO card. The first Namboku train I jumped on, terminated at
Shirokane-takanawa, so I changed to the other side of the platform to
continue on a Toei Mita train. But like most people I quickly got off
this one again two stops later at Musashi-Koyama to take the Tokyu
express or semi-express or whatever (maybe limited express?), which
brings us to advantages and disadvantages of express trains in Japan.
While express trains certainly speed up the journey for many
passengers, it excessively extends travel times for others who have
to get off at a stop only served by 'local' trains. These have to
wait again and again at certain stations to let expresses overtake,
and although Japanese railways in general are extremely punctual,
this break can be 5 minutes; sometimes even 2 expresses pass first
before the local train can proceed. The same problem can be found on
the Shinkansen network. Although all trains travel at the same high
speed, some take significantly longer because they spend a lot of
time pausing in stations to be overtaken. So on suburban (and even
some metro) services, you should always be aware of this option and
change to a faster train. But generally I have observed that local
trains are less crowded!
Mitsuzawa-Kamicho station reminds me of Madrid's L6
What I liked about the Yokohama Subway,
even before riding it, are the simple names they have chosen for
their two lines, the Blue Line and the Green Line, but again, like in
Fukuoka or Kobe, despite being a small network, the two lines are
technically incompatible. While the Blue Line is more of a standard
metro, even with third-rail power supply, and 6-car trains, the Green
Line is another of those linear-motor metros and trains consist of
just 4 cars, although platforms are laid out for longer cars. In
Yokohama, I didn't find them so noisy, just when running over the
switches at the end of the line, they rattled like cheap low-floor
trams. The stations on the Green Line seem to be colour-coded, with
different colours around the top of the otherwise white columns, and
the same colour in some different areas, but much too decent to be
perceived as something distinctive.
The biggest flaw of the 2-line system
is the lack of cross-platform interchange at Center-Kita and/or
Center-Minami. Ideally, the two lines, which run on two parallel
viaducts, should have been arranged in a Stockholm fashion
(T-Centralen and Gamla Stan/Slussen), that in one station you can
easily change trains in opposite directions, and in the other in the
same direction, whatever the major journey directions are.
Interchange between the two lines is not too bad, though, and their
solution was certainly much cheaper, especially as the Blue Line is
much older. But given the rather brutal construction of elevated
motorways and railways all over Japan, the visual impact of such a
structure would have been limited, although during construction
certainly the existing Blue Line would have suffered a lengthy
disruption. The Green Line in its present form is a mere feeder to
the Blue Line, as well as the Tokyu route and JR's Yokohama Line.
Earlier projects to create a kind of semi-circular line seem to be on
hold.
Hiyoshi - this would be the red station on the decently colour-coded Green Line
During off-peak hours, the Blue Line
has express trains twice an hour. In this case, I would consider it
full nonsense. Certainly, express passengers save a few minutes to
get from the suburbs into the city centre, but I suppose no one would
choose a metro train that only runs every half hour to be a few
minutes faster, when the big advantage of a metro system is that you
don't really look at timetables. On the other hand, as said before,
passengers on local trains have to wait these extra minutes to let
the hurried ones pass. And at local-only stops, headways suddenly get
much longer and irregular.
Despite being "Golden Week"
with many people on holiday I was surprised how quiet the most
central station Kannai was. I was expecting it to be the busiest at
any time. Having spent a lot of time on the northern section, there
was not much time left to do the southern section in detail, but I
rode it to the end anyway, as from there, I had the option to return
on a Sotetsu train. Sotetsu operates a dense suburban service with
trains linking Shonandai, the southwestern terminus of the Blue Line,
with Yokohama station via a different route. Some of their trains run
express on the inner section, so that is a good alternative for some
areas. Their trains consist of 10 cars.
Shonandai - pleasant underground terminus for the Sotetsu suburban railway
At Yokohama station I changed to the
Minatomirai Line, one of those weird urban rail lines in Japan.
Getting down to their platform from +1 to something like -5 was quite
a long and slow tour as suddenly lots of people had appeared and they
all wanted to go my way. The Minatomirai Line, now 12 years old, was
publicised as a sort of metro when it was built, although it is
actually just an underground extension of the busy Tokyu Toyoko Line.
But typically Japanese, they had to do it separately, with all the
consequences, for passenger information and fares.
Yokohama - crowds queuing orderly at the joint Tokyu/Minatomirai station
Mapwise, Yokohama is a sad place, I
mean for map collectors, because inside the Subway stations, they
actually have quite a nice system diagram, which includes the Subway
lines as thick lines, but also the other numerous rail services in
the city. I understand that all these different rail companies have
no interest in a joint presentation of their services, but the city
administration should take on this role of coordinator and publish
proper material for visitors. Apparently, since the Minatomirai
redevelopment area was finished they have lots of visitors. And
actually they do publish quite a good map of the 'Bay City' covering
the central area and with all necessary transport options. When I
asked for Subway maps in various places, they gave me a photocopied
A5-size paper, and on some they had even manually added the colour to
the Subway lines with a page-marker! Very cute indeed.
Minatomirai Line: Bashimichi station with an impressive dome-like vestibule
The Minatomirai stations are not as
functional and monotonous as most metro stations in Japan. Each is
different and, mostly on mezzanine level, has some interesting mural
or art object or old images of this former port area. Again I took
loads of pictures which I will hopefully put together into a gallery
on UrbanRail.Net one day.
Minatomirai Line: Nihon-odori station
Minatomirai Line: Nihon-odori station, wall reliefs of historic surroundings in mezzanine
Minatomirai Line: Motomachi-Chukagai station, also with historic images on vault panels
From Yokohama I finally returned to
Tokyo using JR with my JR Rail Pass. But with a total of six "lines"
linking the two cities, I found it rather confusing to pick the best
train. And most of these lines have their own platform, so you can't
just go to the Tokyo platform and see what's coming along. I decided
for the Ueno-Tokyo Line, but was confused that all trains were shown
as 'Local', although then the train actually only stopped in Kawasaki
and Shinagawa. Later I realised that this purple line doesn't include
any intermediate stops on this route anyway, and therefore it is a
'Local', whereas the real local stops would be served by trains
labelled Keihin-Tohoku Line for example. The JR Tokyo Region maps are
posted in some places, but not too often either, and they are not as
easily available to take away as Tokyo Subway maps. But it is very
advisable to have such a map with you when travelling on JR. Once
inside the trains, it is normally no problem to find stopping
patterns, and also the information screen show the stops properly (on
new screens, the skipped stops are shown in a faded grey, though, and
scheduled stops in black!).
JR East will soon be introducing a
system of line coding and station numbering, like on the Subway and
private railways. The Yamanote Line, for example, will carry a JY
code. So I wonder what the new map will look like and whether it is
getting even more confusing.
Go back to Tokyo Part 2.2 | Continue to Tokyo Part 2.4
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