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While some of the many types of bullet trains have been retired from use or upgraded to newer models as updated technology was developed, there are still many different trains in operation on each Shinkansen line.
The 500 series was designed to provide a smoother and safer ride than previous Shinkansen models. They achieved this by using dampers between cars to improve stability and computer-controlled active suspension in the running gear.
These Shinkansen, operated by JR East, come in either 8 or 10 car sets. The 10-car trains can be coupled with E3 series trains. A total of 502 E2 series trains were built between 1997 and 2010. Withdrawls of this Shinkansen type started in 2013.
N700 was an upgrade of the 700 series with tilting capability, allowing the train to maintain high speeds even in tight curves. It was introduced in 2007 on the Tokaido and Sanyo Shinkansen and in 2011 on the Kyushu Shinkansen lines.
Intended to gradually replace the E3 series, E8 trains were implemented on Tsubasa services on the Yamagata Shinkansen Line in March 2024. They raise the top speed of the service from 275 to 300 km/h.
H5 Shinkansen work in a pool alongside E5 trains series on Tohoku and Hokkaido Shinkansen services. However, it features a number of upgrades from the previous model, including an improved snowplow and stainless-steel underframe to protect the electronics in cold weather conditions.
Although these models are no longer in use on Shinkansen services, it is worth learning about the history of Japanese bullet trains to appreciate the vast improvements in the newer models.
The first generation of Shinkansen trains to be built, the 0 series started operating on the Tōkaidō high-speed line when it opened in 1964. Production of these trains continued until 1986, and they were eventually pulled from operation in 2008.
Production on these JR East trains commenced in 1980, curiously predating the 100 series of Shinkansen. While they share many of the same features of 0 series trains, they were designed to be lighter and more powerful to successfully navigate the mountain routes they ran on. They were also equipped with small snowplows fitted to the front.
Although introduced after the 200 series, these trains were designated 100 series. This is because at the time, Shinkansen that ran east of Tokyo were given even numbers, while those running west were given odd numbers. The 100 series were designed with a more pointed nose than the 0 series.
Originally designed as 6-car sets, 400 series trains received an extra 7th car in 1995 due to the popularity of the Tsubasa services on which they ran. The original design featured a silver-grey color scheme.
Japan Rail continues to develop new and improved models of Shinkansen to boost passenger comfort and safety and reach record-breaking speeds, most of which will be introduced in the near future.
A 10-car experimental train that began testing in 2019, the Alfa X uses new technology to allow the craft to travel at some of the fastest speeds yet achieved on a Shinkansen line in Japan.
Painted in a metallic sheen to reflect the surrounding countryside, the trains are currently undergoing test runs on sections of the Tohoku Shinkansen line. It is also being tested on the Hokkaido Shinkansen line.
Alfa X trains have been designed to improve energy efficiency and passenger comfort, as well as to be more environmentally friendly. New safety features such as stability dampers will also help to further protect passengers in the event of an earthquake.
The first stage in this project, the Chuo Shinkansen line, is currently in the testing phase and is expected to be inaugurated by 2027. Once operational, it will link Tokyo to Nagoya in roughly 40 minutes.
The 700 series (700系, Nanahyaku-kei) is a Japanese Shinkansen high-speed train type built between 1997 and 2006, and entering service in 1999. Originally designated as "N300" during the development phase, they formed the next generation of Shinkansen vehicles jointly designed by JR Central and JR-West for use on the Tokaido Shinkansen, Hakata Minami Line and the San'yō Shinkansen. Though it has since been withdrawn from service on the Tokaido Shinkansen, it continues to operate on the San'yō Shinkansen and Hakata Minami Line.
The 700 series is characterized by its flat 'duck-bill' nose designed to reduce the piston effect as the trains enter tunnels. 16-car units are painted white with blue stripes beneath the windows, and are used for Nozomi, Hikari, and Kodama services on the Tokaido and San'yō Shinkansen lines, while 8-car units used for the San'yō Shinkansen Hikari Rail Star services have a darker livery (grey with black window areas and a yellow stripe beneath the windows) which also acts to visually deemphasize the units' nose area, resulting in a more streamlined impression.
As with the 500 series trains, yaw dampers are fitted between vehicles, and all cars feature semi-active suspension to ensure smooth ride characteristics at high speed. Compared with the small fleet of high-performance, high-cost 500 series trains built for JR-West, these trains were designed to give improved ride comfort and interior ambience over the earlier 300 series trains at a lower cost than the 500 series trains. The cost of a 16-car 700 series unit is approximately 4 billion yen compared with around 5 billion yen for a 16-car 500 series train.
700 series trainsets were scheduled to be withdrawn from Tokaido Shinkansen services by the end of fiscal 2019.[2] The last 700 series Tokaido Shinkansen run took place on 1 March 2020.[3] However, the 700 series still operates on the San'yō Shinkansen.
The pre-series set, C0, was delivered in October 1997, and underwent endurance running mainly between Tokyo and Shin-Osaka until early 1999, including a short period of testing as an 8-car formation on the Sanyo Shinkansen. New single-arm current collectors were fitted from the start, and these initially featured the distinctive "wine-glass" pantograph shrouds of the 300X train. These were later changed to a design resembling the 500 series arrangement with additional side fences, which was used on the subsequent production trains. Unit C0 was modified to full production standard in September 1999 and renumbered as C1, and was officially withdrawn in January 2013.
Specifications permit 285 km/h (177 mph) running on the Sanyo Shinkansen with speed restricted to 270 km/h (168 mph) on the Tokaido Shinkansen between Tokyo and Shin-Osaka. The initial batch ordered by JR Central consisted of 17 units, with the first 4 units delivered in time for introduction on three daily return Nozomi services from March 1999. Services featuring 700 series stock were increased to five daily from July 1999, and further increased from October 1999. With continuing deliveries, 700 series trains were also introduced on Tōkaidō Shinkansen Hikari services from late 2000.
Set numbers C25 onwards introduced from May 2001 incorporate minor interior design improvements, including power outlets at the ends of cars for PC users, and hand-grabs on the edge of aisle seats. An order for an additional batch of six units was placed by JR Central in December 2003, with delivery scheduled for the end of 2004. These sets (C55 to C60) provided additional capacity for services connected with the Aichi Expo in 2005.
Before entering passenger service, JR Central set C46 was used on a series of test runs from late January 2003 fitted with streamlined bogie covers on all cars and flush diaphragm covers between cars 16/15 and 15/14. These modifications were removed before the unit entered revenue service. Flush diaphragm covers were used on future trains, such as the N700 series.
The remaining 700 series sets were removed from regularly scheduled Tokaido Shinkansen services from 1 December 2019. The last Tokaido Shinkansen 700 series run from Tokyo to Shin-Osaka had been scheduled to take place on 8 March 2020,[6] but was cancelled due to the outbreak of COVID-19 in Japan.[7] This cancellation resulted in the last 700 series Tokaido Shinkansen run taking place a week earlier on 1 March 2020.[3]
These are the units owned by JR-West for use on through Hikari services from Tokyo, displacing the 100 series stock previously used on these services. A total of 15 units were delivered from June 2001 to January 2006. These trains use the same bogies as the JR-West 500 series sets. Other differences include LED destination indicator panels, white pantograph side fences, "JR 700" logos on the cab sides, and also different seat designs.
8-car E units were introduced by JR-West for use on new limited-stop Sanyo Shinkansen Hikari Rail Star services between Shin-Osaka and Hakata from 11 March 2000, replacing the former 0 series West Hikari services. The first units were delivered at the beginning of December 1999, with a total of 16 units built. Externally, these units differ noticeably from their JR Central sisters in having a variation of the 500 series livery with the blue waistline band replaced by a band of "sunny yellow". "Rail Star" logos are applied to the sides of alternate cars as well as on the cab sides. Each 8-car train has two single-arm pantographs of a similar design to the JR Central 16-car sets. It was originally planned that sets would be able to operate coupled together, enabling 16-car formations to be run in busy periods, but this feature has never been utilized. With the discontinuation of Hikari services running solely on the San'yo Shinkansen, replaced by Sakura services from 2011, these sets are primarily used on Kodama services between Shin-Osaka and Hakata.[9]
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