Hi guys, welcome to Railways Explained. On this channel we have talked so far about
many different railway topics, including the railway systems of different countries, mega
railway projects, railway history and the development of different aspects of the railway
system. However, we have an impression that we have
not dedicated enough space to the rail rolling stock. As this topic is very interesting to all rail
lovers and rail enthusiasts, it will be the main focus of our today s video. We will begin with the development of Shinkansen
trains. The idea is to show their evolution through
time, including the aspects of their appearance and their performance. An additional reason to begin with this topic
is the fact that in one of the previous videos we have talked about the Japanese rail system,
and this is an ideal opportunity to complete that story. Today there are many series of Shinkansen
trains, and naturally, each of them is sort of an upgrade upon the previous series. However, this evolutionary process has been
complicated by certain changes caused by the privatization of the Japanese railways. Therefore, it is more practical to introduce
the trains according to lines rather than in order by which they appeared. Let s start. The first Shinkansen train, with its familiar
round nose, is now known as the 0-series. It became legendary alredy on 1st October
1964 which is the openning date of the first Shinkansen line. At 06:00, following a short ceremony, the
first 0-series Shinkansen left Tokyo towards Shin-Osaka station. At the same time, another 0-shinkansen left
Shin-Osaka towards Tokyo. A bit later, the 0-series was introduced on
the Sanyo Shinkansen. The 0 series trains were white with a blue
stripe along with the windows and another at the bottom of the car body, including the
front pilot. The 0-Series had a top speed of 210 kmh (130
mph) and after 1986 they were able to reach 220 kmh (137 mph). The car body construction was made of steel,
so the train was quite heavy. This series has been used for 44 years, from
October 1964 to December 2008. In 1985, the 100-series was introduced. Although it was introduced after the 200-series,
its numbering is such because, in the days of the Japanese National Railways, Shinkansen
trains running east of Tokyo were given even numbers and those running west odd numbers,
hence they were given the next odd number after 0, which is 100. The difference between 0-series and 100-series
was largely cosmetic, with the 100-series having a sharper, more Concorde and less Jumbo-like
appearance. The top speed was 220 kmh (137 mph) while
individual sets branded as V sets could reach speeds of 230 kmh (143 mph). 100-series was in service for 27 years, from
October 1985 to March 2012. In 1992, JR Central introduced the 300-series. This train not only looked significantly different,
but it was also a huge technological step forward, which was achieved with AC motors
and use of lighter materials - most often aluminum. Although it had few technical problems at
first, its introduction meant the improval of operating speeds to 270 km/h (168 mph). This series was later also adopted by JR West. The front-end styling of these units consisted
of a curved wedge, replacing the aircraft-style nose cones of previous Shinkansen trains. They were painted brilliant white with a medium-thick
blue stripe beneath the windows. This series has been used for 20 years, from
March 1992 to March 2012. Masterminded by German industrial designer
Alexander Neumeister, JR West had been doing their research and in 1997 introduced the
500-series, the fastest train in the world at the time, with a top speed of 320 km/h
(200 mph). Anyway, it operated at speeds of no more than
300 km/h (185 mph). Although initially used only on the Sanyo
Shinkansen, it was later used on the Tokaido Shinkansen. This series is still in use for the last 24
years. In October, 2015, the special 500 Series Shinkansen,
dubbed the 500 Type Eva, was unveiled. The train s design, inspired by the popular
animation series Evangelion, at first glance resembles a purple serpent. In 2015, on the 40th anniversary of the Sanyo
Shinkansen, the Evangelion-inspired 500 series operated Shin-Osaka to Hakata station. Also, two 500 Series were revamped and fitted
with a Hello Kitty design, and put into service in June 2018. In addition, there have been several similar
initiatives but we think, for now, these two are enough to mention. In 1999, JR Central introduced its 700-series. Although it has a lower top speed than the
500-series, it is significantly cheaper, while having many improvements compared to the 300-series. The most notable development was in the area
of noise pollution and aerodynamics. The 700 series is characterized by its flat
'duck-bill' nose designed to reduce the piston effect as the train enters tunnels. The cost of a 16-car 700 series is approximately
4 billion yen (36,7 mil usd) compared with around 5 billion yen (45,8 mil usd) for a
16-car 500 series. These trains have been in service for 22 years. Two Class 923 "Doctor Yellow" based on the
700 series are used for track and overhead wire diagnostics on the Tokaido and Sanyo
Shinkansen. Doctor Yellow is the nickname for the high-speed
test trains with special equipment on board to monitor the condition of the track and
overhead wire, including specially instrumented bogies and observation blisters. The next Shinkansen series was introduced
after 8 years, in 2007, when the N700 came into service. N700 have a maximum speed of 300 km/h (186
mph), and the possibility of tilting up to one degree which allows the trains to maintain
270 km/h (168 mph) even on curves with a 2,500 m (8,200 ft) radius, which previously allowed
a maximum speed of only 255 km/h (158 mph). Another feature of the N700 is that it accelerates
more quickly than the older 700, with a maximum acceleration rate of 2.6 km/h/s. It enables a train to reach 270 km/h (170
mph) in only 100 seconds. Further advancements led to the development
of the N700A, incremental evolution of the N700. N700A can reach 285 km/h (177 mph) on 3,000
m (9,842 ft) curves, allowing the maximum operating speed on the T?kaid? Shinkansen to be raised to 285 km/h (177 mph). On the Sanyo Shinkansen these trains operate
at the max speeds of 300 kmh. A new train, the N700S, where S stands for
Supreme, entered into service in 2020 with a plan to eventually replace all the trains
from N700-series. The new train incorporates several new features. Refinements to the Automatic train control
and braking system will enable shorter braking distances in emergencies such as earthquakes. Further optimization allows batteries to be
installed so the trains can operate in an event of a disruption of overhead power. High-speed trials at the design speed of 360
km/h were conducted during 2019 on the Tokaido Shinkansen, reaching 362 km/h. This is 28 km/h faster than the fastest speed
ever achieved by the N700A and may indicate plans to raise the maximum operating speed
of the line. 216 trains of this series were introduced
and all of them are now in operation. This series is also planned for the Texas
Central Railroad, which is an interesting high-speed rail project in the US that was
the topic of our previous video. If you wonder, how the development of new
trains and their constant improvements have affected the Shinkansen train service, then
check out this image. The initial travel time between Tokyo and
Shin-Osaka was 3 hrs and 10 min in the period from 1964 to 1984. By improving the train sets and increasing
their speeds, this already incredible travel time has been shortened by an incredible 50
minutes. On the Tohoku and Joetsu Shinkansen, the first
Shinkansen to be introduced was the 200-series. It looked much like the 0-series but had various
alterations to help combat the weather problems, such as the snow, and were lighter and more
powerful since these two lines are mountain routes with steeper gradients. They are also prone to snowfall so the trains
had to be fitted with snowplows and other snow-protecting equipment. They were originally painted in ivory with
a green window band and lower bodyside band, but several sets were refurbished and painted
into a white-upper/dark blue-lower scheme with new wrap-around cab windows from 1999. The first units were capable of 210 km/h (130
mph), but later ones can do 240 (150 mph), while four of them were converted to be capable
of 275 km/h (171 mph). With the development of the mini Yamagata
Shinkansen, it was needed to develop a train that can travel on both the main shinkansen
and the mini-shinkansen with its smaller loading gauge. The result was the 400-series which was in
service from June 1982 to April 2013. After this series, JR East changed the numbering
system and started using the prefix E as for the East. The first of these trains was the E1-series
in 1994. Its most notable feature is that it is completely
double-decker, reflecting the change in the type of passengers that were using the JR
East Shinkansen. Namely, the idea was to relieve overcrowded
services used by commuters on the Tohoku Shinkansen and Joetsu Shinkansen. This series was capable to reach 240 km/h
(150 mph), and was in service from July 1994 to September 2012. In 1992, JR East introduced the E2-series. Although externally different, especially
from the front, they had much in common with the 700-series, and have become JR East s
main train as the company replaced its aging 200-series. The main feature of the E2 series is electric
active suspension, which controls the horizontal movement of railway cars. An onboard computer detects car body movement
from a sensor attached to the car body, making an actuator generate power in the reverse
direction, and controling the car body by offsetting out the movement. E2 is still in service and operates at speeds
of 275 km/h (170 mph) on Tohoku Shinkansen and 260 (160 mph) on Hokuriku Shinkansen. The E3 series was introduced in June 1997,
coinciding with the opening of the new Akita "mini-shinkansen". The E3 replaced the previous 400-series and
for that reason, these trains were built to a smaller loading gauge than mainline Shinkansen
trains the width and length of each car are reduced to fit the narrower clearances of
the mini-shinkansen. These trains operate at the speeds of 275
km/h (171 mph) on Tohoku Shinkansen and 130 km/h (81 mph) on Mini shinkansen lines. The E4 series was designed like double-decker,
like E1, for the accommodation of additional commuter traffic around Tokyo and other urban
areas. These trains were introduced in 1997 and are
still in operation. As with the earlier E1 series, the maximum
speed is 240 km/h (150 mph). The 8-car sets can be coupled together to
form a 16-car train with a total capacity of 1,634 seated passengers. The E5 series (and H5) is in operation on
T?hoku Shinkansen since March 2011 and on Hokkaido Shinkansen since March 2016. The technology incorporated in these trains
is derived from the experimental train Fastech 360S tested by JR East. The initial maximum speed in service was 300
km/h (186 mph), but it was raised to 320 km/h (199 mph) between Utsunomiya and Morioka from
2013. The E6 series was introduced in March 2013
as a model that can operate on Mini shinkansen lines as well. The technology incorporated in these trains
is derived from the Fastech 360Z train. The maximum speed is 320 km/h (200 mph). Finally, the E7 series (and W7) is jointly
developed and operated by JR East and JR-West, and is in operation from March 2014. The W7 series has operated on the Hokuriku
Shinkansen since it was extended from Nagano to Kanazawa in March 2015. These trains have a maximum design speed of
275 km/h (170 mph), however, they operate at a maximum 260 km/h (160 mph) on the Hokuriku
Shinkansen and are limited to 240 km/h (150 mph) on the J?etsu Shinkansen. JR Kyushu introduced 800-series in 2004 on
the Kyushu Shinkansen high-speed rail line. The 800 series has a maximum speed in service
of 260 km/h (160 mph), although its maximum design speed is 285 km/h (177 mph). It abandoned the 700's "duckbill" nose in
favor of a sharper one. Trains were painted brilliant white with a
red stripe beneath the windows. From March 2011 the N700 trains also operate
on Kyushu Shinkansen, with a maximum speed of 300 km/h (185 mph). And that s basically it. We hope that we have not forgotten any major
series of Shinkansen trains. If we did, tell us in the comment section. Before the end of the video, we would like
to mention another experimental Shinkansen train operated by JR East. It is being used to test technology to be
incorporated into future trains operating at speeds up to 360 km/h (220 mph). This train is branded as "ALFA-X", an acronym
for "Advanced Labs for Frontline Activity in rail eXperimentation". The experimental trainset is being tested
at speeds up to 400 km/h (250 mph) to evaluate new technologies to be incorporated into new
trains. These technologies include dampers to reduce
vibration and the likelihood of derailment in major earthquakes. It also tests body designs that reduce snow
adherence. The train reached speed of 382 km/h (237 mph)
in October, 2020, on the segment between Sendai and Morioka. Also, we want to mention the world s fastest
art gallery - the Genbi Shinkansen. This is a bullet train decked out with specially-created
artworks by Japanese artists. With fantastic and colorful designs on both
its exterior and interior, the impressive Genbi Shinkansen is bound to delight riders
both young and old! This was a story about the development of
Shinkansen trains on Railways Explained. We hope you enjoyed and learned something
new about the railways of the world. Don t forget to like this video, share it
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