The track for the examination Odawara KAMOMIYA.SHINKANSEN

In 1962, JNR built a track for examination of the Shinkansen near Ayase-shi, Kanagawa. The base of the vehicles was built in Odawara KAMOMIYA. The track for examination was installed here for the following reason.

For the DANGAN-TRAIN plan, JNR had already purchased the lot here. Since there was a situation of various tracks, such as an iron bridge and a tunnel, experimental data collection was easy for JNR.
Near KAMOMIYA, since the main Tokaido line was adjoined, JNR were able to easily carry vehicles and materials. It is near to the technical research center of the railroad of Tokyo.
However, there was one big oversight. This is a warm place and it hardly snows here. There is only one place of heavy snowfall in the course of the Tokaido Shinkansen which is near the border between Shiga and Gifu Prefectures. It is called Sekigahara and is a famous, old battlefield in the history of Japan. It is a heavy snowfall area and although the distance was short, failure of Tokaido Shinkansen occurred frequently here. This was an unexpected failure.

The gravel under a track rebounds on the ice which has fallen from the body of the Shinkansen. It flies and bounds and destroys the apparatus under the body. However, if it is watered by a sprinkler, the ground supporting a track will become soft. The Tokaido Shinkansen operates slowly during the winter.

you may think that you are a joke

I think that it is an accident showing the problem which Japanese society has, although this is a guess. We Japanese consider automatically that a railroad is exact and natural. Even the young Japanese are educated in this accuracy. Therefore, people make a complaint if a train is overdue by just several minutes. A foreigner will be heard jesting about the following. If a train is several minutes behind, a conductor will announce an apology to the passengers in the car. Information is already displayed on the guidance display board of the station.
If a train is behind enough, a station employee will receive a complaint from a passenger. It will be reported on the television news if a train is 30 minutes behind, and the station is already heavily congested and gets confused.
A passenger will become irritated and get angry. If a train is 1 hour behind, it will be reported to a national newspaper. It is top news.
Generally, the news with the images of many passengers' faces of anger are shown. This is a fact although you may think that it is a joke. Present Japan is faced with an aging society. Japan may be unable to maintain such a delicate and precise society. As for the railroad of Japan, this accuracy is maintained by many railroad workers' efforts. However, a railroad of Japan is the structure of scarce equipment of a margin from the outset.

9:19 a.m. on April 25, 2005.FUKUCHIYAMA Line

The accuracy of the railroads of Japan is Japanese culture.
In fact, this is not only a good thing. For example, the houses in Japan are small and narrow and the cities are overcrowded. The price of land is also very expensive. That is, there is no margin for the equipment of a station or a track. If the time of one train is overdue, it will fall into wild confusion.
Therefore, operation of the railroads of Japan need to operate correctly.
This is what Japanese society can say generally. Japanese society is a very nervous society. It is too delicate. A symbolic accident was a derailment rollover accident of a train on the Fukuchiyama Line in Hyogo Prefecture in 2005. It was a tragic accident at 9:19 a.m. on April 25, 2005. The local train of the Fukuchiyama Line was derailed with the curve between Tsukaguchi Station and Amagasaki Station. Two cars at the head of the train crashed into an apartment building at the side of the track. The train which caused this accident was exceeding the speed limit. When a train is delayed, Japanese railroad companies receive many complaints from the passengers. The delayed driver received severe instruction from the railroad company. Therefore, the driver of the train, which was behind, was cornered mentally. However, the driver passed away, and 107 people were killed in this big accident.

Do you execute a driver in Japan?

Foreign countries only include delays of 15 minutes or more in their delay statistics. That is, operation of the scheduled time in Japan is a delay of less than 1 minute in statistics, whereas operation of the foreign scheduled time is a delay of less than 15 minutes in statistics. For example, statistics of the inter city in Britain in 1997 are provided by the British parliament. The operating efficiency of the scheduled time was 88.2%. However, the delays of less than 10 minutes are not included in the statistics at all. This is an important point. Statistics of the sleeping cars of Scotland have included delays of 30 minutes or more. Which means that one of eight sleeper trains in Scotland will be late by 30 minutes or more.
A group of inspectors of the railroads of Germany famous for exact operation made a joke about trains in Japan. They said, "If a train is behind, do you execute the driver in Japan?" I am proud of the correctness in operation of Japanese trains. However, in fact, it is not necessarily a desirable thing. A foreigner will think how such a thing is possible. If you want to know Japanese culture and society, you should investigate a railroad of Japan. A railroad of Japan is just a miniature of Japanese society. A railroad of Japan is not simply exact. It has the tense social situation which must be operated strictly.

little delay of a Japanese train.

It is surprising that there are little delays of Japanese trains. Foreigners who visit Japan are surprised the most as they think that it is an exaggeration until it they actually see it. Also, foreigners are generally surprised if if they go to Shinjuku Station and Tokyo Station in the morning rush hour. It is crazy. I cannot believe this. Therefore, Shinjuku Station and Tokyo Station are the foreigner's sightseeing spots in the mornings. It is the cultural scenery of Japan purer than Kyoto. I introduce these statistics. The question is reasonable. There are a number of statistics for 1999. The largest Japanese railroad company is JR East Japan. This manages the railroads of Tokyo, which is the capital, and also manages the TOHOKU, JOETI, and NAGANO Shinkansen. The average delay of one of all these Shinkansen is 0.3 minute. The average of the delay of the railroads of the other trains is 1 minute. 97% of all trains of the Shinkansen are driven at the scheduled time. 87% of other railroads are operated at the scheduled time. When you see statistics here, please fully consider the following point. The operation of the scheduled time of Japan is less than 1 minute delay. By statistics of Japan, all the delays of 1 minute or more are recorded as a delay.

The strong of Shinkansen is not in speed.

In fact, the wonderful strong point of the Shinkansen is not its speed.
Now, Britain, the U.S., and Vietnam are considering a plan for a new rapid transit railway. The governor of California, in the U.S., test-rode the Shinkansen the other day and commented on how quick and quiet it was.
However, this is looking at only the surface. A level of maintenance of the tracks or vehicles is required otherwise damage could easily be caused to the Shinkansen. These are maintained every day, after the Shinkansen starts business. The failure of it decreases remarkably. It appears in the height of safety. It turns out that this is expensive difficult technology. That is, a rapid transit railway should be estimated by the collective strength. In order to only gather a high speed with a test temporarily, the rapid transit railway would not exist.
Since the first operation of the Tokaido Shinkansen, about 40 years have passed and a passenger's death accident has not occurred at all. This is true for other Shinkansen also. The Shinkansen runs safely and correctly today, and also at high speed.
Japanese people can use a train instead of a clock. Reliability is important for a means of transportation with public responsibility. The chief engineer HIDEO SHIMA left the following message. I do not use new technology for the Shinkansen. I use only the technology which has a track record in the Shinkansen. However, I will use improvable technology for the Shinkansen in the future.

It is 0.3 or less minute.

The number of users of the Tokaido Shinkansen as per the data in March, 2007, is 398,000 persons per day. This is the total number of users per day.
In 2007, there were 145 million users of Tokaido Shinkansen in one year.
The number of the trains per day was about 300. The Shinkansen is in operation from 6 o'clock in the morning to 11 o'clock at night. The freight trains do not run at all.
People from most foreign countries are surprised at this. However, there is some more surprising data. It is the average delay of the Shinkansen.
The average delay is 0.3 of a minute per train. There are only three homes of the Shinkansen at the terminal Tokyo Station. There are six tracks. The 300 Tokaido Shinkansen trains are correctly operated with equipment of the tracks like this every day. Furthermore, although this is a very important thing, statistics of delays of a Japanese train are very strict. All delays of 1 minute or more are included in the statistics. In foreign statistics, only the delays of 15 minutes or more are included. Japan is a country with many typhoon, snow and earthquakes which are all included in statistics. However, it is still 0.3 or less of a minute.

DANGAN-TRAIN continued to Tokaido Shinkansen

The Shinkansen under construction was still afflicted by the financial deficit.
Many of the Diet members were dissatisfied with JNR. "Why do you use precious funds for an outdated railroad?", they criticized. JNR submitted a courageous idea. They took out a loan of 80 million dollars(1$=360yen) from the World Bank for this project on May 1st, 1961. This amount of money was a large amount, too much. There were many opposing opinions in the World Bank but, they decided to approve the loan. Incidentally, the payments were completed on this loan in 1981.
The Shinkansen project turned into a national project of Japan by having taken out this loan. Japan under revival from the war took a heavy responsibility. It was no longer allowed to call off the Shinkansen plan according to the domestic situation. The failure meant influencing other national development programs of industrial technology. There was an unexpected ally. The tunnel made at the time of construction of the DANGAN-TRAIN was utilized. Also, there were many of the purchased lots remaining. These, which were considered as useless, were utilized for the Tokaido Shinkansen. This was the reason that the Tokaido Shinkansen was completed in a short period of time of five years. Therefore, the DANGAN-TRAIN plan of the phantom was the leading role of the success of the Tokaido Shinkansen. TOGAWA and YASUZIRO(The father of HIDEO SHIMA) were officers of the South Manchuria Railway. The phantoms of the South Manchuria Railway and the DANGAN-TRAIN continued to the Tokaido Shinkansen.

The economist magazine of Britain in 1998

The Economist magazine of Britain in 1998 wrote a report in this way.
If all the passengers of the Shinkansen turned into a passenger in a car, the people killed in a traffic accident would increase by 1800 persons every year. And probably, the number of injured persons would increase by 10000.

The airport in Japan is so overcrowded that it is fearful even now. Probably, the number has become insufficient absolutely. However, the land is not in a big city. Probably, it has the possibility of a big airplane accident.

Also the highways may be violently congested. They stop the physical distribution. Probably, they stagnate a high growth of Japan. Furthermore, they probably had a fatal influence on the natural environment of Japan. And Japan may have become far from the society of energy saving.

The success of the Shinkansen spread the rapid transit railway throughout the world. This has been hugely helpful to the protection of the environment and the earth. The Shinkansen is progressing technology still now. As for the top speed, no less than 320 km/h is realistic.

The Shinkansen built to travel to Sapporo in Hokkaido will recapture the passengers from airplanes.
It is becoming realistic in respect of the time required by the progress of technology.

Also, in Haneda Airport, a margin has been produced. It seems that the Hokkaido Shinkansen can fulfill the request of the entrance of the airplane in every country in the world.

A success of the Shinkansen influences on Japan.

The success of the Shinkansen had various influences on Japan and the world.
Since October, 2009, the time it takes to travel between Tokyo-Station and Shin-Osaka is 2 hours and 25 minutes. The top speed operates at 270 km/h. The Tokaido Shinkansen has become indispensable as a means for carrying out high-speed movement between the two biggest cities in Japan, Tokyo and Osaka. There are about 300 trains operated per day. The Tokaido Shinkansen is a train line which has the top-class operating income in the world. Probably, Japan would have reached a serious situation if it was not for the Tokaido Shinkansen. The conventional main Tokaido line took about 7 hours from Tokyo to Osaka. Since the gap the fare with an airplane was more expensive, the Shinkansen became popular. However, the fares of the large-sized airplane fell so the passengers had a choice to take an airplane.
The same phenomenon happened to change the means of transportation of the passengers between Tokyo and Sapporo. 90% of the passengers who travel between Tokyo and Sapporo go by airplane. The number of passengers on that air route is the world's No.1. When carrying all the visitors of the Tokaido Shinkansen by airplane, a further 9 times as many airplanes are required.
If it was a bus for 40 persons, an operation with a 10-second interval would be required.

Two persons' SAMURAI of SHIKANSEN

SOGO submitted a proposal of the budget of a small sum to Parliament.
He to whom this has courage fought as his manager. This was a strategy. The building program of the Shinkansen was recognized in Parliament in 1958. A ground-breaking ceremony was held on April 20th, 1959. The Diet members were surprised. The total cost of the construction was corrected from the schedule from the beginning. It changed to 380 billion yen. This also caused a rapid rise of the price of land. SOGO had refused construction of a new route which resulted in a local loss. Originally, his judgment was right. Otherwise, he completed a railroad reservation system called MARS which was famous around the world. It is a result of the MARS system. Completion of this system greatly contributed to the progress of Japanese computers. Moreover, he accepted construction of the longest Seikan Tunnel in the world for the Shinkansen to Hokkaido.
It was all an important investment for present Japan. However, the local Diet members blamed him. He resigned as President of JNR just before completion of the Shinkansen. SHIMA who was the chief engineer also resigned from JNR.
They were not invited to the ceremony of the launch of the first Shinkansen, either. Were it not for these two people there wouldn't have been an economical development for present Japan. This is not an exaggeration.

The Next big construction in the world. SHINKANSEN

Those days, in the West, high-speed transportation of airplanes and highways were considered to be the newest means of transportation. The railroad was already considered to be an inconvenient outdated vehicle. Even in Japan, many politicians and scholars had such an opinion. Therefore, even the personnel of JNR were dissatisfied with the plan to build the Shinkansen.
Hiroyuki Agawa, a Japanese railroad fan's famous writer, said "There are three absurdly big constructions in the world. They are the construction of Battleship YAMATO, construction of the Great Wall, and construction of the pyramids. These are three foolishly big constructions in the world which are not helpful. And the construction of the Shinkansen is the same as the construction of the 2nd battleship YAMATO. Although Battleship YAMATO was a large-sized battleship, it was sunk by the power of the airplane. Construction of the Shinkansen is the same. It is too outdated and a foolish waste of money. Now, airplanes and cars are state-of-the-art means of transportation. This outdated management of the Shinkansen will go wrong and will be ridiculed by the world."
He and a newspaper criticized the plan of the Shinkansen in this way. Such opinions were actually many opinions of people of those days and the government. There were other problems. The economy of Japan of those days was still at the struggling to revive following the defeat. Japan was insufficient of funds to perform the carpentry of such huge, new technology.

SHINKANSEN were called the outdated fool!

In the 1950s, the demand of transportation on the railroads through revival of the Pacific War grew rapidly. Especially the transport capacity of the main Tokaido line which was the primary important main line in Japan of those days and had almost reached its limit. Whole-line electrification of the main Tokaido line was completed at last in 1956. However, the shortage of transport capacity was still serious. In 1957, JNR planned to reinforce the transport capacity of the main Tokaido line. It had the following three proposals: One proposal was to make the main Tokaido line of the existing narrow gauge a four-track line. Another was a proposal to completely reconstruct the track with another double track. It had a proposal of a standard orbit, and a proposal of a narrow gauge. Originally for reinforcement of the transport capacity of Tokaido, JNR must have determined the proposal of the four-track line. However, President SOGO JNR and a SHIMA engineer considered the possibilities of the future railroad and they dared to determine construction of the new line with an orbit of the width of difficult international standards. It resembled the DANGAN-TRAIN plan of the pre-war days. By progress of post-war technology, it became a completely innovative design. However, it was too difficult a plan. It was not only technically difficult but they were also called outdated fools from the world or Japanese people. They put up with criticism and blame.

The limited express train 3000 type SE series

The Electric Multiple-Unit was even able to gather high speed with the track laid in a weak foundation. However, when the Shinkansen was planned, the steam locomotive was still mainly being used. Moreover, the system of traction by an engine was also the main one used throughout the world. This situation has not changed even now. In the West, there is often traction by an engine. However, JNR of those days had many trains which were still towed by an engine. This was also the plan for the DANGAN-TRAIN. However, TAKEO SHIMA which was a chief engineer understood the possibilities of trains in Japan. This became a large cause of the success of the present Shinkansen. In 1950, the 80 series Electric Multiple-Unit developed by the SHIMA engineer's initiative became a prototype of the Shinkansen. This success brought about the result that the train was excellent also in long-distance operation.
Odakyu Electric Railway, which is a private line in Tokyo, manufactured streamlined limited express 3000 type trains with Electric Multiple-Unit "SE series" in 1957. This was the design influenced by the "electro liner" developed in the United States in 1941. The highest speed was nearing 145 km/h. JNR borrowed the SE series from Odakyu for the purpose of research of high speed operation. JNR did speed tests of the SE series on the main Tokaido line in September, 1957. It attained 145 km/h. It was a world speed record in a narrow gauge railway in those days.

JNR were far-sighted. SHINKANSEN history

It was already difficult for JNR to build the Shinkansen. However, as for the important thing, construction of the DANGAN-TRAIN was continued even in the middle of the Pacific War here. This was said to be useless work during the war in those days. However, it had an unexpected effect later. The economy of Japan revived completely after the Korean War in 1950. Then, the demand for transportation on the railroads of Japan increased rapidly. It already reached the limit. However, JNR were far-sighted. The Japanese company discharged employees after the defeat. However, JNR employed an excellent engineer from the army who lost his job after the defeat of Japan at the time of the confusion. This was useful for the solution of the vibration of the vehicles under high-speed. The researcher of the Japanese warplanes Japan were useful for the solution of the problem of air resistance. In 1955, SHINZI SOGO, the President of JNR, appointed HIDEO SHIMA as the chief of the engineer team. These engineers promoted the plan of the Shinkansen after that. Japan is an island country with many mountain ranges. And Japan is quake-prone and its geology is not good, either. In order to drive a train at high speed, the system which gives power to each vehicle was suitable in Japan. The Electric Multiple-Unit and Diesel Multiple-Unit are suitable for tracks with many curves and slopes. That is because they have a good capability of acceleration and slowdown. The burden of the weight on the track is small.

JNR had affected even the history in the world.

The railroad of Japan carried food to the cities devastated by the air raids. Moreover, the occupation forces' headquarters were troubled with supplies as most harbors in Japan were blocked by the Allied Forces' mines. Furthermore, there were many mountain ranges throughout Japan and the roads were not paved. Japan of those days did not have any highways etc. First of all, cars were almost all destroyed and the shortage of oil also caused a problem.
For this reason, the occupation forces made JNR drive trains for their exclusive use.
Even the occupation forces were troubled with starvation when there was no transportation on the railroads. And it may have made the people of ordinary Japan become increasingly destitute. Prudent parents cannot bear a child's starvation. It may have caused riots to generate. It may have become a tragedy like the "kamikaze" pilots. The wild confusion may have induced participation in the riots of the Soviet Union. It was a time of a cold war with nuclear weapons. It meant a decisive confrontation with the U.S. and the Soviet Union. The strikes by the socialists who had influence of the Soviet Union had actually occurred frequently in Japan in those days. Moreover, the demonstrations which required popular food occurred frequently. The U.S. may have become difficult about the victory of the Korean War because of the problem of supplies. The exact operation of the railroad of Japan affected the history of the world.

Japan RailRoad on August 15, 1945.

For several years after the conclusion of the Pacific War, Japan was a country of burned fields. However, the railroad of the whole country was operated almost correctly, even when on August 15th, 1945 Japan surrendered.
This is a very surprising thing. The Japan's railroads suffered from intense air raids by the Allied Forces, and the railroads of Hiroshima or Nagasaki were destroyed by the atomic bomb. However, they were immediately restored by the excellent engineers of JNR. The Japanese vessel was annihilated by air raids or submarines. However, the Allied Forces' overwhelming military power was not able to stop the operation of Japan's railroads. However, it had been reduced to operation of only the local trains although the freight train were also used.
All trains were in severe confusion. People were even on the roofs of the train. However, the trains were still driven almost correctly. When there was no operation of the railroads of Japan, occupation forces would see a nightmare.
Although Japanese people worried about starvation, they were obedient to the occupation forces. That is because the railroad carried food all over the country. When there was no operation of a railroad of Japan, there was also fear of riots generating to the occupation forces. However, it meant there was a miserable situation again. By the Allied Forces' repression, Japanese people performed guerrilla activities in the mountain ranges.

The Shinkansen of a phantom. DANGAN TRAIN

YASUZIRO SHIMA carried out the opinion to change the railroad orbit width in Japan. He had a talent as a producer rather than an engineer. Therefore, he was engaged in the management of the South Manchuria Railway. In 1931, war started in China. Then, the traffic of the main Tokaido line was saturated instantly and the Japanese government considered construction of a new railroad in 1938. As the island parent and child had participated in this plan, naturally, this railroad was planned on the orbit of an international standard width. Here, the important thing is that this was a plan of the phantom different from the present Shinkansen. In fact, the word "Shinkansen" was made by this time and was used to mean a new main line. However, this plan was called the train of a high-speed like a bullet in those days and was called a DANGAN-TRAIN. A 200-km/h operation was planned in the section of electrification of this plan. This plan was to be constructed from Tokyo to Shimonoseki. Furthermore, there was a plan to build an undersea tunnel in the Tsushima Strait. This considered connection to Manchuria and Korea which Japan of those days governed. However, the Pacific War soon followed and despite the purchase and construction of some long tunnels already being started, this plan is called off because of the war. Therefore, this plan is called the Shinkansen of a phantom. However, this plan had a very important meaning for construction of the next Tokaido Shinkansen.

History of the Shinkansen of Japan "Ltd Exp ASIA"

A narrow gauge was used for the railroads of the Meiji Era in Japan because of a problem of cost. Therefore, in Japan, high speed driving like European and American railroads was not completed. The top speed of the railroads of Japan was 100km/h or less in 1950. Some Japanese politicians and engineers demanded a change of orbital width. However, it was not successful after all from a political situation, a budget problem, etc. Development of the realistic high speed train in Japan started in South Manchuria Railway before the Pacific War. It is in the north-eastern part of present China. This company was managed by capital and technology from Japan. Therefore, almost all the management and engineers were Japanese. The South Manchuria Railway of those days was steam locomotive traction. However, the width of the track was an orbit of the width of a 1,435-mm international standard. In 1934, South Manchuria Railway developed the PASINA series which is the streamlined steam locomotive set by fashion of the West of those days. The South Manchuria Railway connected organization of a streamlined coach with this engine. This is Ltd Express Asia. However, there was a train of a 180-km/h steam locomotive in the West. YASUZIRO SHIMA was in the developer of this limited express ASIA. He is a father of Shinkansen chief engineer HIDEO SHIMA. The Shinkansen was completed by the dream of these two great engineers' parent and child.

JAPAN JNR The 485 Series Ltd.Express Electric Multiple-Unit

The 485 series are the groups of memorable JNR representation vehicles used for the limited express trains which are the most numerous limited express trains used by JNR. The feature of the electrified section is able to run anywhere.
The 485 series were operated from Hakodate in Hokkaido to Kagoshima in Kyushu. The design is very characteristic. In particular, the body of an early bonnet is famous. The designs of the 485 series are the vehicles which almost all Japanese know and they first appeared in 1964. The first 485 series were employed on the Hokuriku Line. It is the track famous for the fire accident in the Hokuriku tunnel.
The head already had a characteristic bonnet type. These vehicles converted a motor in 1968 and came to be called the 485 series and it the area of their activity was extended to all parts of Japan. Then, the design of the top of the vehicle was changed.
A door was attached to it, which was a reconstruction for the connection of a train.
These 485 series are still used as a limited express in Japan.
Moreover, the Seikan Tunnel which is the longest undersea tunnel in the world, is where the 485 series is also operated.

JAPAN JNR The 457 Series Express Electric Multiple-Unit

The latest express in Japan carries a new style motor from the 153 series Electric Multiple-Unit. JNR promoted electrification of the local routes. Electrification of the main line till then was electrification by direct current. JNR promoted electrification by alternating current on the local routes. The electrification by alternating current has simple equipment for the power transmission. Therefore, the train which runs both of the electrification systems was developed. It is an express of the 457 series Electric Multiple-Unit. JNR developed it in 1969. When it was used on the electrified route, these 457 series were able to run on every route. The 457 series were used everywhere in Japan as express trains. They are the same in the Tohoku district and the Kyushu district.
Then, the 457 series were used for the local trains. On the railroads of Japan, the classification called express was almost lost. The classification of the JR trains turned the trains into limited express, rapid, and local trains. Moreover, these 457 series received reconstruction of the various bodies. It was reconstruction for the organization of the trains. This train also appeared in Only Yesterday of Hayao Miyazaki's anime.
This train was a typical train of the district route in Japan. Now, a part of this train is saved in the JR museum.

JAPAN JNR The 165 Series Electric Multiple-Unit

The 153 series Electric Multiple-Units were developed for use on a flat route like the main Tokaido line. However, Japan is a country with many mountains and cold districts. The route of such a district was electrified in the 1960s. A new train was developed for the expresses on the route with the new electrification. It succeeded the design of the 153 series trains.
However, the motor was strengthened sharply for the express 165 series Electric Multiple-Units. This was actually operated from March, 1963.
These 165 series Electric Multiple-Units were operated in Nagano Prefecture or in the direction of Niigata at first. There was a JNR track with a steep slope which is known as the famous Usui Peak. Also, Niigata Prefecture is a heavy snowfall area famous for the Snow Country in Yasunari Kawabata's novel. These vehicles had been designed with the cold weather in mind. This express Electric Multiple-Unit was driven as a typical JNR train of Japan. The engine with exclusive use was required for the passage through Usui peak in those days. It is an EF63 type electric locomotive. For connection to the engine, the train needed a special design.
Therefore, JNR remodeled the 165 series and designed the 169 series. The present Usui peak is only used by the Nagano Shinkansen. However, the scenery exceeding the peak brings back impressive memories.

JAPAN JNR The 153 Series "TOKAI" Electric Multiple-Unit

JNR were using the train of 80 series Electric Multiple-Unit for the semi-express in 1957. It was called the SYONAN train. The famous semi-express, TOKAI, operated between Tokyo and Nagoya Stations. There was also HIEI, a semi-express train operating between Nagoya and Osaka Station. The 80 series realized the operation of a speed quicker than the express of those days. It was technically successful also as a business. However, the equipment in the car of 80 series was the same as that of a local train. Therefore, the equipment in the car for long-distance trains of 80 series was slightly insufficient. It was inferior also to the coaches used for the express or semi-express of those days. Moreover, the drivers window of the 80 series was a characteristic big window made up of two sheets and there was no door of a passage there. Therefore, when it connected, the crew were not able to pass through and an excessive crew was needed. Moreover, the motor of the 80 series was still an old form. Therefore, the local express train was newly developed using the motor of the 101 series Electric Multiple-Unit. This is a train of the local express of 153 series Electric Multiple-Unit. The interior of this train exceeded the conventional coach completely. This train became the foundation in the design of the express train of JNR. This train was called the TOKAI type Electric Multiple-Unit.

The 151 Series Lmt.Express "KODAMA"

The whole of the main-Tokaido-line was made electric in the autumn of 1956. For this reason, the limited express of a new model train which would take 8 hours and 30 minutes to travel between Tokyo Station and Osaka-Station was planned. This new train was an electric Multiple-Unit of the 151 historically famous series. In 1957, JNR produced an electric Multiple-Unit as the first new model. This was the electric Multiple-Unit for limited expresses which were developed based on the design of the 101 series trains. The 151 series were called KODAMA from the name of the first train used in November, 1958.
KODAMA means 'an echo' in English. The name of this is used on the Tokaido Shinkansen even now. The 151 series are the vehicles which symbolize not only the main Tokaido line before Tokaido Shinkansen started business but the golden age of JNR. The impression of the body of this series was the form of its head. This train was driven at 110 km/h. Moreover, the 151 series had new features which included a first-class car and a dining car. The first-class cars were beautiful cars which also ensured a great view. The dining cars were the first ones created as electric Multiple-Units in Japan.
These 151 series became the foundation of the present electric Multiple-Units of the limited express in Japan. In this way, the railroad of Japan became a time of the train. It meant a decline of the engine and the coach.

101 Series Electric Multiple-Unit

The 80 series were the trains for the first long-distance operations. However, the portion of the motor was a still the old form. JNR planned to manufacture a newer train, was turned out to be the common train of 101 series. In 1957, JNR adopted a full-scale cardan jointed drive as the design of these vehicles. These vehicles were used for commutation transportation of the increasingly big cities. However, the greatest feature of these 101 series was a motor which could be used for long-distance trains, if the ratio of the gear is changed. JNR planned on designing all the vehicles to carry a motor. It was based on the peculiar situation of the railroad of Japan. The distance between the stations are very short. Therefore, the train must always carry out intense acceleration and slowing down. This was more so in the big cities where the trains are overcrowded. Therefore, JNR carried many motors in the 101 series. However, an ironical situation occurred in which the electric power became insufficient. A large amount of expense is required for reinforcement of power equipment and it had a problem with economical rationality. Therefore, the 101 series were operated with reduced motor power. However, this innovative design continued to be a success of the next train.
The 101 series were used in Tokyo and Osaka, etc. for the development of the economy of Japan.
These 101 series had a historical role as the mother's body of the next new Electric Multiple-Unit.

The 80 Series "SHONAN" Electric Multiple-Unit

The traffic in the city in Tokyo increased rapidly after the Pacific War, and the railroads of Japan had short intervals between stations. Therefore, the trains became more popular.
The first full-scale long-distance trains were the 80 series Electric Multiple-Unit. It was developed by Hideo Shima who was the same person that developed the Shinkansen. He was known as the father of the Shinkansen. The 80 series became the basis of the success of the Shinkansen of a new time. This 80 series was called the Shonan Electric Multiple-Unit. Shonan is the name of a place on the seashore of Kanagawa Prefecture in Japan.
The TANNA tunnel was opened for traffic in 1934. Electrification of the main Tokaido line was completed from Tokyo to Numazu. JNR formed a plan to make about 126km of this section into the Electric Multiple-Unit. However, GHQ of the allied forces who occupied Japan were opposed to this plan in those days. That is because an inter-urban decline had already started in the U.S. So, JNR considered another strategy. These 80 series were first used for short-distances towards Yokosuka. They were secretly used for long-distance transportation after that. It is possible to call it an artifice. However, JNR needed to develop a train which could run on the original features of the railroads of Japan for a long distance. As for rightness, the judgment was checked by success of the next Shinkansen.

JNR tried to develop a new style limited express.

Even when the Pacific War ended, the railroad of Japan did not stop.
And it was moving on time mostly. Of course, there were few trains in operation and there were no vacancies. Therefore, the limited express was not driven. Operation of the limited express was resumed in 1949. It was the limited express HEIWA. It means 'peaceable' in English. The name was changed into the limited express TSUBAME in 1950. You will understand how the limited express TSUBAME was loved by Japanese people on the railroad of Japan. The first-class observation car, the second-class wagon, the third class coach, and the dining car were connected with it. The EF58 type electric locomotive towed the electrified section. It towed the royal Train. The C62 type steam locomotive is famous also as a prototype of the Galaxy Express 999 of anime. It made the world record of the steam locomotive of a narrow gauge of 129 km/h. Moreover, the C62 led the express NISEKO of Hokkaido after that. It was an express which runs in the beautiful scenes of snowstorms. The whole line of the main Tokaido line was electrified in 1956. The Limited Express Tsubame ran from Tokyo Station to Osaka Station in 7 hours and 30 minutes. However, it was still a limited express with which an electric locomotive tows a coach. Here, JNR tried to develop a new style limited express. It was a limited express in an Electric Multiple-Unit.

Limited express TSUBAME

The history of this Limited Express Tsubame started in 1930 when this limited express was driven between Tokyo Station and Kobe Station.


The time required of operation of Limited Express Tsubame at that time was 9 hours. It was no less than 2 hours shorter than the time required of the old limited express. JNR of those days tried all things for this operation.

Please look at a Japanese map. Mt. Fuji and Mt. Hakone which are volcanoes are on the west of Tokyo. The present main Tokaido line passes through them in a tunnel called the TANNA tunnel. The TANNA tunnel is 7804m in length and was a frightfully difficult construction. It was opened for traffic in 1934. This is a quake-prone area and during construction of the tunnel, big earthquakes caused the position of the tunnel to shift and cause accidents. The main Tokaido line till then avoided Mt. Hakone north, and passed through GOTENBA station. However, there was still a steep slope there. Therefore, an auxiliary steam locomotive was required. The Limited Express Tsubame connected the auxiliary engine in 30 seconds and it was separated during the run. Furthermore, the driver of the steam locomotive took the place of the fearful thing during the run. The limited express TSUBAME also connected the freight car carrying water. In this way, the limited express TSUBAME also saved time in supplying the water. However, the operation of the limited express TSUBAME was stopped by the Pacific War.

大きな地図で見る

The Electric Multiple-Unit n age of Japan started.

Japan is a country with much mountainous land. Therefore, operation of railroads using electric power was desirable. However, there was a problem.
Much expense is required for electrification. The army was opposed to electrification of the railroad before the Pacific War. That is because they feared an attack on the power generation equipment. Electrification of the other local routes was only carried out on the section of a long tunnel through a mountain range.
However, electrification of the main Tokaido line progressed after the end of the war. It was the greatest main line in Japan. The Tokaido Shinkansen was still a dream at the time. The main Tokaido line, between Tokyo Station and KOUZU stations was electrified in 1925. However, the other section was not electrified. The economy of Japan collapsed in defeat of the Pacific War.
Therefore, the price of coal jumped up suddenly. Moreover, the railroad traffic increased rapidly after the revival of the war. The rest of the main Tokaido line was electrified in 1956. In this way, the Electric Multiple-Unit started a new age of Japan. As for the main Tokaido line till then, the limited express which has a glorious history was running. It was the Limited Express Tsubame. TSUBAME is a swallow in English. This mark was a symbol of JNR.
This train was a limited express which represents Japan from before the Pacific War. This train was used for trials on how to run the track in a narrow gauge of early Japan. It is a traditional tale.

JAPAN JNR Electric multiple unit of 581,583 series.

The sleeping car was driven from a viewpoint of silence in the coach which an engine tows. Therefore, high-speed operations were impossible for sleeping cars on the railroads of Japan.
Japan was in a growth phase of advanced economy in the 1960s. Thereby, the demand of transportation of the railroads increased very much. Since the speed of sleeping cars was slow, the increase in the number of train was difficult. Furthermore, since a sleeping car can be used only at night, it had run short of garages. It became impossible for as trains for the daytime increased the need to use a garage. Furthermore, the expense required to manufacture new vehicles also ran short because having separate coaches for daytime and night time needed to be manufactured separately.
Then, JNR designed an Electric multiple unit for a bed which could be used for both day and night. The Electric multiple unit of the 581 series appeared in 1967. This was able to run the electrified section of a direct current, and the electrified section of 60htz of an alternating current. This Electric multiple unit was converted in 1968 so that the electrified section of 50Htz of an alternating current could also run. This is the 583 series. The Electric multiple unit of this bed enabled the 120-km/h fastest operation in the old railroad line of Japan in those days. This was initially used for the limited express Gekkou (English is moonlight) for Hakata Station from Shin-Osaka Station.

JAPAN Railroad Only Japanese Electric Multiple-Unit sleeping car

The sleeping car which carries power was used in part in every country in the world. It is famous for the Inter-urban Electric Multiple-Unit sleeping car in the United States in the early 20th century. Moreover, there were VT10.5 type of Diesel Multiple-Unit of the sleeping car in West Germany in the middle of the 1950s, etc. It was used for commercial service and in the daytime was used as a day coach. It stored the seats and was used at night a sleeping car. However, there was a problem. Silence was required for the sleeping car but the power for the sleeping car was noisy. Furthermore, there was no economical merit to drive a sleeping car in daytime and at night. Therefore, only a small number of them were produced, and they were only used for a short time.


However, JNR had a special reason for using the Electric Multiple-Unit for a sleeping car. The railroad of Japan had a complicated track with many slopes and curves. Japan is a small island but it is mountainous. There is only a short distance between one city and the next city. Therefore, the vehicles which were powered by Electric Multiple-Units or Diesel Multiple-Units were distributed from the start of the 1960s in Japan. That is because Electric Multiple-Units and Diesel Multiple-Units have excellent acceleration and slowdown performance, and also have good speed on an uphill slope. It is the same reason that the Shinkansen of Japan uses an Electric Multiple-Unit.

JAPAN The limited express AKEBONO

The limited express which uses the sleeping car of these 24 series is the limited express AKEBONO. The limited express AKEBONO is a typical sleeper train which travels through the Tohoku district. AKEBONO is old Japanese and means of a beautiful scene at dawn in which the sun rises. The limited express AKEBONO started operation in July, 1970. It operated between Ueno Station and Akita Station in Tokyo. This limited express only stopped at the stations with a night time zone. That is, it did not make passengers get on and off. It was the stop for the driver's shift. Thereby, JNR were able to rationalize the business of the station of a night time zone. Now, the limited express AKEBONO runs between Ueno Station and Aomori-Station. It goes back and forth one time on the 1st. It takes about 13 hours. Now, it is a night train of the only fixed operation which connects the Tohoku district to Tokyo. The limited express Akebono used the sleeping car of the 20 series at first. Then, this train used the sleeping car of the 24 series from 1980 because the sleeping car of the 20 series was superannuated.


As a limited express, the limited express AKEBONO was a train which uses the sleeping car of the last 20 series. The model uses this limited express AKEBONO of the 1980s as a model. The present limited express AKEBONO uses 25 types of the 24 series.

JAPAN JNR 24 series sleeping cars

A regulation of JNR is a regulation which stops trains immediately in the event of an outbreak of fire. However, a fire becomes intense and electric wires are broken. The train was stopped inside the longest Hokuriku tunnel in Japan in those days. The fire killed 30 people and 714 people were injured from the damage caused by poisonous gases. JNR were shocked by the size of the damage. The passengers of the sleeping car were sleeping. Therefore, there were many victims among the passengers of the sleeping cars. JNR inspected other new sleeping cars. The dynamo of the sleeping car of 14 series became a problem. It was because the dynamo carries fuel. However, JNR in those days were not able to develop a small piece of automatic fire-extinguishing equipment which can be carried under the floor of sleeping car. Therefore, the manufacture of the sleeping car of the 14 unfortunate series was stopped and a new style sleeping car which carried a power supply in a power source car was designed in a hurry. It was the sleeping car of the 24 series in 1973. The feature of this sleeping car was the performance of fire prevention. Therefore, the interior was simple at first.
By progress of subsequent technology, JNR remodeled this sleeping car. Now, as for the Japanese sleeping car, some vehicles of this series are still used.

Hokuriku tunnel 1972/11/6 1:00am

大きな地図で見る


Please look at the map of Hokuriku District in Japan.
On the north side of Lake Biwako, which is the greatest lake in Japan, is a big mountain range.
That is also a violent snow coverage zone and the old track which opened for traffic in 1896 had a serious problem.
There was a steep hill, with deep snow coverage and a landslide. A steam locomotive towed the train by a three-car connection.
However, the transport capacity was still insufficient.
A new construction of a long tunnel is not new in present day Japan. However, Japan in those days was recovering from defeat in the Pacific War.
Hokuriku tunnel was a symbol of the development of Japan in those days. The opening to traffic was big news.A new stamp which celebrated the opening of traffic through Hokuriku tunnel was issued by the Japanese government.
The new long tunnel had a new danger. Japan in those days had insufficient knowledge of the danger of a long tunnel. At 1:00 a.m. on November 6th, 1972, the KITAGUNI Express was running through Hokuriku tunnel. An EF70 type of a new style electric locomotive was towing it. It was the organization of the coach of 15 cars of 10 series. Fire broke out in the dining car(OSHI 17-2018) of 11 numbered passenger cars. The driver stopped the KITAGUNI Express from the report of the fire by a passenger. However, it was the 5.3km neighborhood from the entrance at Tsuruga of the Hokuriku tunnel.

Ironical fate.

The sleeping car of the 20 series was filled with glory and fame. The sleeping car of the 20 series was famous for graceful vehicles and dignity. However, it was used only on the main line at first. Then, a new sleeping car was required to promise the local route a comfortable journey. The sleeping car of 14 series was able to separate the organization of some coaches. That is because the dynamo was carried under the floor of some of the sleeping cars. However, its reputation was terrible. Rationalization was following the sleeping car of the 14 series. Therefore, the interior in the car was inelegant. It was also for the prevention of a fire from careless danger of cigarettes.


The diesel generator carried the same engine as the engine of a diesel car. Therefore, the complaint occurred from passengers who were not able to sleep. Furthermore, a fearful accident, which JNR did not expect, occurred. It happened during the night of a cold day of winter on November 6, 1972. It started its journey in Fukui Prefecture in Hokuriku District in Japan. The express KITAGUNI which is a No. 501 train of the arrival at Aomori Station from Osaka Station left Tsuruga Station in Fukui Prefecture at the scheduled time. The cursed darkness was waiting in the direction of the movement of the Express KITAGUNI in the Hokuriku tunnel which is 13870m in length and built by JNR in 1962.

JNR 14 series sleeping car

JNR of Japan developed the epoch-making sleeping car after the Pacific War in 1958. It is a coach of 20 series sleeper trains. This coach was used by a fixed organization. It contained the power supply of vehicles carrying a diesel generator for exclusive use. Being intermingled with the coach of other forms was not taken into consideration. The body was unified with blue paint and a white belt. These 20 systems were used by limited express Asakaze between Tokyo and Hakata at first. Asakaze means it as a morning wind. It was said to seem like hotel on the move. It was a train after which I will yearn if a postwar Japanese wants to ride at once. The Shinkansen had not yet appeared. Commencement of the Tokaido Shinkansen was in 1964.
However, when the sleeper train was driven in various places in Japan, a problem arose. The separation of the organization of a train was performed by the destination on local routes. However, the organization of the coach of 20 systems had received the power supply from one power supply vehicle.
Separation of the organization of some coaches was difficult. So, a sleeping car was developed which was a sleeping car of 14 series. It was in 1971. It carried the dynamo under the floor of some sleeping cars. It was a sleeping car with a new design. However, 14 series sleeping cars which appeared faced a big problem. The sleeping car of 14 series were not blessed by fate.

JAPAN KATO N SCALE 5064 SURO62 Second class car

From JAPAN KATO N SCALE 5064 SURO62

SURO62 series is a first-class car of JNR which converted the wooden body into steel. Once, this coach was used with the express　from Ueno Station in Tokyo. And this coach was used in express Niseko in the Hokkaido　most famous for Japan which c62 series of the steam locomotive towed. As a Japanese second-class wagon, the reclining seat was used for the first time, and this coach turned into a second-class wagon specially.

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JAPAN KATO N SCALE 10-271 Fresh Fish Express Tobiuo Ginrin 8 cars Basic Sets , KATO 10-243 6 Cars Add-On Set

Japan National Railways run limited express trains as freight trains.
　A special train to transport fish “Tobiuo” traveled between Hatabu station in Yamaguchi prefecture and Tokyo-shijo station, which was at famous Tsukiji market in Tokyo as an international tourist spot, at 100 kilometers per hour. The name “Tobiuo” was named after flying fish.
The limited express “Ginrin” was also operated from Hakata station to Osaka-shijo station. It was named after the silver fish scales.
The limited express trains for cargo, “Tobiuo” and “Ginrin”, are fish transport trains, using a car which equips with refrigeration wagons of Lesa 10000 series. They have 2 types. One is the Lesa 10000 type which was produced a total of 137 cars in 1966 and 1969. Another is the Remufu 10000 type which was produced a total of 11 cars in 1966.
Both were operated only for Fish express freight trains traveling at 100 kilometers per hour.
From all over the country, such as Nagasaki, Nishikaratsu, Hakatakou, Kamitobata, and Shimonoseki, the railroad refrigerator cars gathered in the departure station, and operated after being structured as a special train to transport fish.
Previously, it took 42 hours and 30 minutes between Nagasaki and Tokyo markets and an auction was held on the fourth day after delivery. However, due to these trains, it was reduced to 27 hours and it became possible to have the auction of the third day after delivery.
At that time, other railroad refrigerator cars were quickly discontinued, but these fish transport trains were popular with cargo owners. A locomotive was towed by electric locomotive EF66 type, the most advanced at that time.
　But with the development of Japan's highways, the transportation method changed from freight trains to tracks. Rail transport was converted into container transport. In 1986, “Tobiuo” was changed into container transport, and the operation using fish transport trains was ended.

The Remufu 10000 type refrigerator car with a conductor's room includes interior lights as standard equipment and a tale lamp lights up. (Except for the tale light in the side of refrigerating room)

There are additional 6 cars of the Fish Express “Tobiuo and Ginrin”.
If you want to reproduce the peak 20 -car train of “Tobiuo”, basic 8-car set + additional 6-car set ×2
If you want to reproduce the peak 13-car train of “Ginrin”, basic 8-car set + additional 6-car set ×1
(10000 Lesa has one extra)

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JAPAN KATO N SCALE 5065 OSHI 17 Dining car

National Railway (JR) 10 series passenger train was developed in 1955 and was subsequently mass produced. It was a lack of warmth and a susceptibility to corrosiveness of the body by rain. In addition, in November 1972, the plastic body became a cause of the disaster killed 30 people in Hokuriku Tunnel fire in Fukuoka prefecture. The fire was caused by a dining car. Nevertheless, all passenger cars except for the dining car were used for express trains and local trains until 1985.

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JAPAN KATO N SCALE 5133-1,5133-2 SUHA43 Brown / Blue

The JR Suha43 series passenger train was produced for express trains from 1951.
Compared with existing car, it was revolutionary car which was improved dramatically. It was used for an express train at first. As well as being used for limited express trains throughout the Japan until the early 1980's, it was used for local trains early on.　Even now, few cars are used as a tourist train. Also it appears in Japanese movies with old steam locomotives.

The Suha43 series passenger car is representative of the railway carriages, which have been produced more than 1000 cars over the years. Therefore, it was repeatedly modified, and varied in the paint and equipment. The car was used daily throughout Japan.

　
For the filming of movies and television to recreate a nostalgic view of Japan, some of this car is still active. Also, it is said that the car is the model of “Galaxy Express 999”, which was animated by the famous author Reiji Matsumoto.

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　The passenger train was also used in the private railways as well as national railways. The robust and careful production and design made it possible to see the figure today. Even Japanese people who are unfamiliar with the railroad, many people have seen this car which has characteristic paint at least once.
　It reproduces beautifully the standard paint of JR old type passenger car. It is a nostalgic color.
The brown model reproduces the original press molding door. The blue model reproduces the shape of the rubber sash door made from metal.
It reproduces accurately the characteristic ventilator on the roof.

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