|In service||1 October 1985 – 16 March 2012|
|Manufacturer||Hitachi, Kawasaki Heavy Industries, Kinki Sharyo, Nippon Sharyo, Tokyu Car Corporation|
|Entered service||October 1985|
|Number built||1,056 vehicles (66 sets)|
|Number in service||None|
|Number preserved||5 vehicles|
|Formation||4, 6, 12 or 16 cars per trainset|
|Capacity||4-car P sets|
6-car K sets
12-car G sets
1,031 (68 Green + 963 Standard)
16-car X sets
1,277 (124 Green + 1,153 Standard)
16-car V sets
1,285 (126 Green + 1,159 Standard)
16-car G sets
1,321 (168 Green + 1,153 Standard)
|Operator(s)|| JNR (1985–1987)|
JR Central (1987–2003)
|Line(s) served||Tokaido Shinkansen, Sanyo Shinkansen, Hakata-Minami Line|
|Car body construction||Steel|
|Car length||25,000 mm (82 ft 0 in) (intermediate cars)|
26,050 mm (85 ft 6 in) (end cars)
|Width||3,383 mm (11 ft 1.2 in)|
|Height||4,000 mm (13 ft 1 in)|
4,488 mm (14 ft 8.7 in)
|Doors||Two per side|
|Maximum speed||220 km/h (137 mph) (230 km/h (143 mph) for the former V sets)|
|Traction system||Thyristor drive|
|Acceleration||1.6 km/(h⋅s) (0.99 mph/s) for the former V sets)|
|Deceleration||2.6 km/(h⋅s) (2.4 ft/s2)|
|Electric system(s)||25 kV AC, 60 Hz, overhead catenary|
|Current collection method||Pantograph|
|Bogies||DT202 (motored), TR7000 (trailer)|
|Track gauge||1,435 mm (4 ft 8+1⁄2 in) standard gauge|
The 100 series (100系, Hyaku-kei) was a Japanese Shinkansen high-speed train type which operated between 1985 and 2012 on the Tokaido Shinkansen and Sanyo Shinkansen high-speed lines. They were introduced after the 200 series trains, but their numbering is such because in the days of Japanese National Railways (JNR), Shinkansen types running east of Tokyo were given even numbers and those west of Tokyo odd numbers, hence they were given the next odd number in line after 0, 100. The last remaining examples of the type were withdrawn from service following the last runs on 16 March 2012.
They differed visibly from the earlier 0 series in that the nose profile was more pointed. Another less obvious difference with the 16-car sets was that not all the cars were powered; the driving cars on each end were unpowered, as were the two bi-level centre cars. Some later production sets had powered driving cars and four unpowered bi-level trailers in the middle instead. The bi-level trailer cars contained a combination of restaurant cars, and first class compartments, or open-plan first class seating and first class compartments, or open-plan first class seating and refreshment cars.
The external livery was white (White No. 3) and blue (Blue No. 20).
Following their removal from front-line service, 100 series sets were later reformed into shorter four- and six-car sets for the slower Kodama services on the Sanyo Shinkansen line. These four- and six-car trains did not have bi-level cars.
Originally numbered X0, the pre-series set X1 was delivered in 1985, with test running commencing from 27 March that year.The X1 set entered revenue service for passenger evaluation trials on the Hikari services from 1 October 1985. This unit differed externally from later production units in having small windows aligned with each seating bay, and also had a slanting headlight arrangement. The type 116 Green (first class) car formed as car 10 initially included one two-seat and two single-seat compartments, but these were removed when the set was modified to full-production standard in 1986.
Set X0 was formed as shown below, with car 1 at the Hakata end.
Set X1 was withdrawn in March 2000.
Following passenger evaluation trials with the pre-series set X1, a total of seven X sets were built for use on Tokaido and Sanyo Shinkansen Hikari services. The first four production units entered service from 13 June 1986 as 12-car sets without bilevel trailer cars, numbered G1 to G4, and were used on Tokaido Kodama services until October in the same year.These sets were formed as shown below.
Cars 2, 4, 6, 8, and 10 were each fitted with cross-arm pantographs.
These units were subsequently renumbered as 16-car sets X2 to X5 with the inclusion of bilevel trailer cars, and were introduced on Hikari services from November 1986.
The noticeable difference over previous (0 series and 200 series) shinkansen designs was the inclusion of two bilevel trailer cars in the centre of the formation. The type 168 car had a restaurant area on the upper deck with kitchen facilities and a small buffet counter on the lower deck. The adjacent type 149 car provided private compartments for Green class passengers on the lower deck, with open-plan green car accommodation on the upper deck.
From March 1998, the X sets were redeployed to Tokaido Kodama services. The restaurant cars were no longer used, and fittings were subsequently removed. The fleet of X sets contained the oldest members of the 100 series fleet, and the first withdrawals started in August 1999. From the new timetable change of 2 October 1999, X sets were no longer assigned to regular workings, with the remaining examples subsequently limited to holiday period extra trains. The last remaining units were withdrawn by April 2000.
The 16-car X sets were formed as follows.
Cars 2, 6, and 12 were equipped with cross-arm pantographs.(The pantographs on cars 4, 10, and 14 were removed in 1995. )
The G sets were officially classified as "100' series", and 50 units were built from 1988. They differed from the initial X sets in having a type 148 bilevel trailer car in place of the type 168 restaurant car. This had open-plan Green car accommodation on the upper deck, and a self-service cafeteria area on the lower deck. While originally used exclusively on Hikari services, in later years, these units were more commonly seen on Tokaido Kodama services. The last remaining sets owned by JR Central and JR-West were withdrawn in September 2003 before the start of the new Tokaido Shinkansen timetable the following October.
The 16-car G sets were formed as follows.
Cars 2, 6, and 12 were equipped with cross-arm pantographs.
The nine V sets (also referred to as "100N") operated by JR-West included four bilevel trailer cars, which provided 2+2 standard class reserved seating accommodation on the lower decks, and restaurant and Green class accommodation on the upper decks. These sets originally ran under the marketing name Grand Hikari, but from May 2002 onwards were limited to use on the Sanyo Shinkansen only. The restaurant cars in these units were decommissioned from March 2000. Two V sets (V1, V6) were reformed as new 4-car P sets in 2000 to replace life-expired 0 series R sets on Sanyo Shinkansen Kodama services, and the remaining sets were subsequently used to donate cars as they were withdrawn. The last operational set, V2 (with four bilevel trailer cars from set V9), was withdrawn after being used on special Sayonara Grand Hikari runs in November 2002.
The 16-car V sets were formed as follows.
Cars 4, 6, 12, and 14 were equipped with cross-arm pantographs.
The first of two reformed 4-car P sets was introduced on Sanyo Shinkansen Kodama services from October 2000. P1 was reformed from set V1, with the traction motors in the two end cars (renumbered in -5000 series) replaced by those from surplus JR-West G set cars. P2 was reformed from unit V6 in October 2000. Subsequent sets P3 and P4 were formed in 2001 by transplanting the cab sections of surplus non-powered G set cars onto powered intermediate cars renumbered into the 121-5050 and 122-5050 series. Set P1 was the first to be repainted into the new JR-West "fresh green" Kodama livery, in August 2002, and the entire fleet of twelve sets (P1–P12) had been similarly treated by March 2005.
Cars 2 and 4 were equipped with cross-arm pantographs.
The first three sets (P1 to P3) were refurbished in February and March 2002 with 2+2 abreast seating using former West Hikari seats. Sets from P4 onward (formed in August 2001) had 2+2 seating from the outset.
Set P2 was withdrawn on 9 February 2009,and moved to the JR-West training centre at Shimonoseki, where it replaced the former 0 series set Q3 as a static training set. P2's role as a training set ended in March 2013.
The last P sets in revenue service were withdrawn by 11 March 2011.
The first six-car K set (K51) was formed in January 2002 for use on Sanyo Shinkansen Kodama services from February 2002. These sets feature 2+2 abreast seating throughout, utilizing former Green class seats from withdrawn 100 series cars. Sets started appearing in the new JR-West Kodama livery from August 2002, with all ten sets (K51–K60) similarly treated by August 2004.
Three K sets were returned to the original white/blue livery from July 2010.The first set treated, K53, was returned to traffic on 14 July 2010.
These sets were withdrawn from service on 16 March 2012.
Cars 2 and 6 were equipped with cross-arm pantographs.
The 0 series trains were the first generation Shinkansen trainsets built to run on Japan's new Tōkaidō Shinkansen high-speed line which opened in Japan in 1964. The last remaining trainsets were withdrawn in 2008.
The 200 series (200系) was a Shinkansen high-speed train type introduced by Japanese National Railways (JNR) for the Tohoku Shinkansen and Joetsu Shinkansen high-speed rail lines in Japan, and operated by East Japan Railway Company until 2013. They actually predated the 100 series trains, having been built between 1980 and 1986. It was one of the two recipients of the 23rd Laurel Prize presented by the Japan Railfan Club, the first Shinkansen type to receive that award. The last remaining sets were retired from regular service in March 2013, and were completely withdrawn from service in April 2013.
The 300 series was a Japanese high-speed Shinkansen train type, with a top operational speed of 270 km/h, which operated on the Tokaido and Sanyo Shinkansen lines in Japan between 1992 and 2012. When first introduced, they were used on the fastest Nozomi services, being capable of 270 km/h (170 mph). As more were delivered they replaced earlier units on Hikari service and allowed the thus displaced 100 series units to finally in turn displace 0 series units on almost all services.
The 400 series (400系) was a Japanese Shinkansen high-speed train type operated by East Japan Railway Company between 1992 and 2010 on Tsubasa services on Japan's first mini-shinkansen line, the Yamagata Shinkansen branch from the main Tohoku Shinkansen.
The 500 series is a Shinkansen high-speed train type operated by West Japan Railway Company (JR-West) on the Tōkaidō Shinkansen and San'yō Shinkansen lines in Japan since 1997. They were designed to be capable of 320 km/h (200 mph) but operated at 300 km/h (185 mph), until they were finally retired from the primary Nozomi service in 2010. The trainsets were then refurbished and downgraded to the all-stations Kodama service between Shin-Ōsaka and Hakata.
The 700 series 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 Tōkaidō Shinkansen, it still operates on the San'yō Shinkansen and Hakata Minami Line.
The E3 series (E3系) is a Japanese Shinkansen high-speed train type built for Komachi services which commenced on 3 June 1997, coinciding with the opening of the new Akita Shinkansen "mini-shinkansen" line, a regular 1,067 mm narrow-gauge line between Morioka and Akita re-gauged to 1,435 mmstandard gauge. Later versions of the E3 series were also introduced for use on Yamagata Shinkansen Tsubasa services. Both "mini-shinkansen" lines join the Tohoku Shinkansen, providing services to and from Tokyo.
Hikari is the name of a high-speed train service running on the Tokaido and San'yō Shinkansen "bullet train" lines in Japan. Slower than the premier Nozomi but faster than the all-stations Kodama, the Hikari is the fastest train service on the Tokaido and Sanyo Shinkansen that can be used with the Japan Rail Pass.
Kodama is one of the three train services running on the Tōkaidō and San'yō Shinkansen lines. Stopping at every station, the Kodama is the slowest Shinkansen service for trips between major cities such as Tokyo and Osaka. The Kodama trains are used primarily for travel to and from smaller cities such as Atami. Travelers between major cities generally take the Nozomi or Hikari services, which make fewer stops. The name of the train comes from the Japanese word kodama, which means "echo".
The N700 series is a Japanese Shinkansen high-speed train with tilting capability developed jointly by JR Central and JR West for use on the Tokaido and San'yō Shinkansen lines since 2007, and also operated by JR Kyushu on the Kyushu Shinkansen line.
The E231 series is an electric multiple unit (EMU) train type used for commuter and outer-suburban services operated by East Japan Railway Company in Japan since 2000.
The E233 series(Japanese: E233系) is a commuter and suburban electric multiple unit (EMU) train type developed by East Japan Railway Company from the earlier E231 series and the E531 series design. The first train was introduced in December 2006 for use on the Chūō Line (Rapid), followed by the E233-1000 series variant in 2007 for use on the Keihin–Tōhoku and Negishi lines, the E233-3000 series outer-suburban variant in December 2007 for use on the Tōkaidō Main Line, and narrow-bodied E233-2000 series variant for Jōban Line and Tokyo Metro Chiyoda Line inter-running services. Further variants were built for use on the Keiyō Line, Yokohama Line, Saikyō Line, and Nambu Line.
The Odakyu 20000 series RSE is an electric multiple unit (EMU) train type operated between 1991 and March 2012 by the private railway operator Odakyu Electric Railway on Asagiri limited express services in Japan.
The E6 series (E6系) is a Japanese Shinkansen high-speed train type operated by East Japan Railway Company on Komachi "mini-shinkansen" services on the Tōhoku Shinkansen and Akita Shinkansen from Tokyo to Akita since 16 March 2013. A pre-series set was delivered in June 2010 for extensive testing, with 23 full-production sets delivered between November 2012 and spring 2014.
The Class 951 (951形) was an experimental Japanese Shinkansen train built to test the technology for future high-speed trains operating at speeds of up to 250 km/h (155 mph) following the opening of the Tokaido Shinkansen in 1964.
"WIN350" was the name given to the 500-900 series (500系900番代) 6-car experimental high-speed Shinkansen train developed in 1992 by the West Japan Railway Company in Japan to test technology to be incorporated in next-generation shinkansen trains expected to operate at speeds of 350 km/h (217 mph) from 1994. Initially given the designation "500X", the name "WIN350" stood for "West Japan's Innovation for operation at 350 km/h".
The E751 series (E751系) is an AC electric multiple unit (EMU) train type operated on Tsugaru limited express services in the north of Japan by East Japan Railway Company since March 2000. The design was based on the earlier E653 series EMUs, with improvements to cope with colder weather conditions in the north of Japan.
The 371 series (371系) is an electric multiple unit (EMU) train operated by Central Japan Railway Company in Japan between 1991 and 2014. Originally used on Asagiri limited express services in conjunction with Odakyu Electric Railway, from 2012 until its withdrawal in 2014, the train was used on Gotemba Line excursion services. It was subsequently sold to the private railway operator Fuji Kyuko and rebuilt as the Fujikyu 8500 series for use on Fujisan Tokkyu services from March 2016.
The E7 series (E7系) and W7 series Shinkansen are Japanese high-speed train types operated by East Japan Railway Company and West Japan Railway Company (JR-West), respectively. They were jointly developed.
The 121 series (121系) is an electric multiple unit (EMU) train type introduced in March 1987 by Japanese National Railways (JNR), and currently operated by Shikoku Railway Company on local services in Shikoku, Japan.
|Wikimedia Commons has media related to Shinkansen 100 .|