u/JZX_taka

The cause is unknown.

The photo didn't turn out very well because it got cloudy just before the train passed. And then the sun came out again right after it passed.

Why?

Neoplan buses are rare in Japan, and of the four Megaliner buses imported, two were scrapped due to engine fires, after which the Megaliner service was discontinued. The Skyliner was also recently scrapped due to an engine fire. In addition to the Starliner, I was able to photograph other rare vehicles such as the Nissan Diesel 7E, Nishinihon Shatai Kogyo RA, Isuzu Erga, Hino Blue Ribbon, Mitsubishi Fuso Aero Star, and Mitsubishi Fuso Aero Queen.

On this particular day, the popular combination of the F-1009 and F-12 trains, which are the only trains of their kind with U-seats at the front, was on display, so there were about six 撮り鉄 (trainspotters) there.

The first image shows JR East's "952/953 series STAR21." Its official name is an acronym for "Superior Train for Advanced Railway toward the 21st century." It achieved a top speed of 425 km/h: On December 21, 1993, during a test run on the Joetsu Shinkansen line (between Tsubame-Sanjo Station and Niigata Station), it achieved a top speed of 425 km/h, the highest speed record in Japan at the time (excluding superconducting maglev trains).

Two different structures: It featured an experimental design that incorporated both bogie cars (952 series - a more conventional structure) and articulated cars (953 series - a structure with bogies between cars) within a single train set to compare ride comfort and noise levels.

Technical establishment: Data on weight reduction, noise reduction, and environmental measures was collected, significantly contributing to the development of subsequent commercial trains such as the E2 and E3 series.

The second image shows the E954 series FASTECH 360. This is a high-speed test train for the Shinkansen developed by JR East in 2005, aiming for commercial operation at 360 km/h. The nickname is a combination of "FASt TECHnology" and the target speed of "360 km/h." Two different train sets were produced for different purposes:

FASTECH 360 S (E954 series)

An 8-car train set exclusively for Shinkansen service. Different front shapes (streamline/arrowline) were adopted for cars 1 and 8 to compare air resistance.

FASTECH 360 Z (E955 series)

A 6-car train set compatible with conventional line through service (mini-Shinkansen). Its most distinctive feature is the "cat ears."

The most distinctive feature is the yellow "air resistance increasing device" that pops out from the roof during emergency braking. Its appearance, which closely resembled cat ears, made it a huge topic of conversation among railway enthusiasts and the general public, earning it the nickname "Cat-Eared Shinkansen."

The third image shows JR East's "E956 series ALFA-X." Its official nickname is derived from the initials of "Advanced Labs for Frontline Activity in rail eXperimentation." Development objective: To improve safety, environmental performance, and comfort for commercial operation at 360 km/h.

Train composition: A 10-car train, manufactured by Kawasaki Heavy Industries and Hitachi, Ltd.

Test runs: Started in May 2019, mainly on the Tohoku Shinkansen line, with a maximum performance speed of 400 km/h.

To suppress pressure waves (noise) when entering tunnels, different shaped lead cars are used for cars 1 and 10, and data is being compared.

Car 1 (Tokyo end): While almost the same length as the E5 series (approximately 16m), its shape balances interior space with noise reduction.

Car No. 10 (Shin-Aomori end): Features an ultra-long nose, approximately 22 meters long, even longer than the E5 series, a shape designed to maximize environmental performance.

The fourth image is JR Central's "955 Series 300X." It was operated exclusively as a technology development vehicle, not used for commercial service, and set the then-world record for electric train speed at 443.0 km/h.

World Speed ​​Record: In the early morning of July 26, 1996, 443.0 km/h was achieved between Maibara and Kyoto on the Tokaido Shinkansen line. This record remains the fastest domestic speed record for rail-based trains (excluding maglev trains) in Japan.

Different "Faces" at the Front and Rear: To compare and verify the ideal front shape, the designs of the cars at both ends were completely different.

Car 1 (Cusp Type): A monstrous, flat, and pointed shape. This later served as the basis for the 700 Series and other models.

Car 6 (Round Wedge Type): A rounded, streamlined wedge shape. A more streamlined version of the 300 Series.

The foundation of the technology: The data from the 300X, including aerodynamics, noise reduction, and weight reduction, has been carried over to the subsequent 700 series, N700 series, and the latest N700S.

The fifth image is JR West's "500 Series 900 Series win350." During test runs, it recorded a top speed of 350.4 km/h, the highest operating speed in Japan at the time.

Unusually low height: To minimize noise and air resistance, the car height was designed to be extremely low at 3,300 mm. The interior is so narrow that an adult male standing almost touches the ceiling, and the handwritten "Caution: Low Headroom" signs are famous.

Different front and rear designs: Cars 1 and 6 have different front shapes (noses), and comparative experiments were conducted to determine which shape was superior in noise reduction and environmental performance. From 1992 for about two and a half years, approximately 170,000 kilometers of test runs were conducted, mainly on the Sanyo Shinkansen line. While commercial operation at 350 km/h was ultimately abandoned due to the difficulty in resolving noise issues, the data obtained and the improvements made to the pantographs were utilized in the 500 series "Nozomi" train, which debuted in 1997, enabling it to operate at a maximum speed of 300 km/h.

My favorite trains are the Sotetsu 20000 series, Keio 8000 series, KiHa 40 series, and KiHa 261 series. My favorite buses include the Hino U-HU Blue Ribbon, Hino Blue Ribbon City, Mitsubishi Fuso MS8 Aero Bus, Mitsubishi Fuso Aero Queen III, Mitsubishi Fuso Aero Star M, Isuzu U-LV Cubic, and the Nissan Diesel 7E with a Fuji Heavy Industries body.

Japan does not have a very favorable environment for static or dynamic preservation of railway vehicles due to legal and tax issues, and railway companies do not actively preserve them. Only a small number of vehicles can be placed in railway museums. In particular, in recent years, the dismantling of valuable vehicles stored in depots has been progressing.

旭川駅前は旭川電気軌道、道北バス、沿岸バスなど会社がやってくるのでいるだけで楽しいです。旭川電気軌道、三菱ふそうMP38エアロスター復刻塗装車や沿岸バス MS8エアロバス、道北バス 日産ディーゼル KL-UA新7E 道北バス U-HT ブルーリボンなど、かっこいい車両ばかりです。

Let's take a look at a railway accident that occurred 21 years ago. The Fukuchiyama Line derailment, which occurred on April 25, 2005, is the worst accident in Japan since the establishment of JR, following the Sakuragicho and Mikawashima accidents. It resulted in 107 deaths and 592 injuries. At the time of the accident, the train entered a right-hand curve section between Tsukaguchi Station and Amagasaki Station on the Fukuchiyama Line, where the speed limit is 70 km/h, at a speed of 116 km/h. The first five cars derailed, and the front three cars crashed into an apartment building. The train involved in the accident was a 7-car 207 series rapid train bound for Doshisha-mae from Takarazuka. At the same time as the accident, a 4-car 183 series "Kitakinki" No. 3 limited express train bound for Kinosaki Onsen from Shin-Osaka was approaching on the parallel tracks. Fortunately, the tracks short-circuited, causing the first block signal to change to a stop indication, and a passerby pressed the emergency button at the level crossing, preventing a double accident. The causes of the accident were the driver's speeding, a malfunction in the automatic train stop (ATS) system, and poor working conditions such as daytime training. The driver at the time overran by 72 meters at Itami Station and reported it to the conductor. He asked the conductor to report a shorter distance when reporting to the transport control center, but the conductor hung up the in-car phone to attend to passengers. The driver, feeling anxious and worried, departed 1 minute and 20 seconds late, accelerating to the maximum speed of 120 km/h, when he was late in noticing the curve and derailed. At the time, JR West had a system called "daytime training" where drivers would be retrained if they were late or made mistakes, and it is believed that the drivers were driving recklessly due to the fear of this training. Currently, the lessons learned from this accident have been put into practice, with the implementation of Automatic Train Stop (ATS), a review of the daytime training, the storage of the accident vehicle, employee training, and an annual memorial service. As a result, no major fatal accidents have occurred on Japanese railways since this incident.

If this is well-received, I'll try explaining other railway accidents as well.