{"id":27648,"date":"2014-10-02T13:49:24","date_gmt":"2014-10-02T05:49:24","guid":{"rendered":"https:\/\/canadianinquirer.net\/v1\/?p=27648"},"modified":"2014-10-02T10:40:29","modified_gmt":"2014-10-02T02:40:29","slug":"shinkansen-at-50-how-japans-bullet-train-revolutionized-rail-travel-and-whats-next","status":"publish","type":"post","link":"https:\/\/canadianinquirer.net\/v1\/2014\/10\/02\/shinkansen-at-50-how-japans-bullet-train-revolutionized-rail-travel-and-whats-next\/","title":{"rendered":"Shinkansen at 50: How Japan\u2019s bullet train revolutionized rail travel, and what\u2019s next"},"content":{"rendered":"
\"Sui-setz<\/a>
Sui-setz \/ Wikimedia Commons<\/figcaption><\/figure>\n

TOKYO\u2014It was, retired Japanese railway engineer Fumihiro Araki recalls, \u201clike flying in the sky.\u201d<\/p>\n

Zipping cross-country in a super-high-speed train has become commonplace in many countries these days, but it was unheard of when Japan launched its bullet train between Tokyo and Osaka 50 years ago Wednesday.<\/p>\n

The Shinkansen, as it\u2019s called in Japan, gave a boost to train\u00a0travel\u00a0in Europe and Asia at a time when the rise of the automobile and the airplane threated to eclipse it. It also was a symbol of pride for Japan, less than two decades after the end of World War II, and a precursor of the economic \u201cmiracle\u201d to come.<\/p>\n

The Oct. 1, 1964, inauguration ceremony was re-enacted at Tokyo Station on Wednesday at 6 a.m., complete with ribbon cutting. The first bullet train, with its almost cute bulbous round nose, travelled from Tokyo to Osaka in four hours, shaving two and a half hours off the 513-kilometre (319-mile) journey. The latest model, with a space-age-like elongated nose, takes just two hours and 25 minutes.<\/p>\n

Araki, now 73, drove the Shinkansen briefly in the summer of 1967 as part of his training as a railway operations engineer. Last week, he slipped back in time as he sat in the driver\u2019s seat of one of the early model bullet trains at a railway museum outside of Tokyo. He pulled a lever on the control panel, looking straight ahead as he was trained, though all he could see were other museum exhibits.<\/p>\n

\u201cIt was like flying in the sky, it was that kind of feeling,\u201d said Araki, the acting director of the museum. \u201cOn a clear day, you could see Mount Fuji, and riding atop the railway bridge at Hamanako lake was very pleasant. It felt like you were sailing above the sea.\u201d<\/p>\n

A controversial project<\/h6>\n

Japan started building a high-speed line during World War II, but construction was halted in 1943 as funds ran out. The idea was revived in the 1950s, but many questioned undertaking such a costly project, particularly with the expansion of air\u00a0travel\u00a0and highways. Criticism turned to pride when construction, financed partly by an $80 million World Bank loan, was completed in time for the Tokyo Olympics in October 1964.<\/p>\n

How fast?<\/h6>\n

The first Shinkansen had a maximum speed of 210 kilometres (130 miles) per hour. The fastest trains previously, in Europe, could reach 160 kph. Today\u2019s bullet trains, in Japan and elsewhere, have reached and in some cases exceeded 300 kph (186 mph). By average speed, China has the fastest train in the world, averaging 284 kph on a route between Shijiazhuang and Zhengshou Dong, according to a biennial World Speed Survey by Railway Gazette.<\/p>\n

Europe, Asia, but not the U.S.<\/h6>\n

The Shinkansen renewed interest in high-speed rail elsewhere, notably in Europe. France and Spain are among the leaders in Europe, and Turkey last year became the ninth country to operate a train at an average speed of 200 kph, according to Railway Gazette. South Korea and Taiwan also operate high-speed systems in Asia. The United States is an exception, though there are proposals to build lines in California and Texas. The fastest train in the U.S., Amtrak\u2019s Acela Express, averages 169 kph (105 mph) on a short stretch between Baltimore and Wilmington, Delaware, the speed survey says.<\/p>\n

What\u2019s next<\/h6>\n

Magnetic levitation. Shanghai launched a German-built maglev train in 2004 on a 30-kilometre route between the city and the airport. It can hit 430 kph (267 mph). A Japanese maglev train in development has topped 500 kph (310 mph) in tests. If built, it could reduce the\u00a0travel\u00a0time between Tokyo and Osaka to just over one hour. With speed, though, some of the romance is lost. A faster Shinkansen has eliminated its dining car. \u201cThe problem is that Japan is such a small country,\u201d said Araki, the retired engineer. \u201cIf you go too fast, you\u2019ll get there in no time. No time to enjoy an onboard meal.\u201d<\/p>\n

Associated Press writer Noriko Kitano contributed.<\/em><\/p>\n","protected":false},"excerpt":{"rendered":"

TOKYO\u2014It was, retired Japanese railway engineer Fumihiro Araki recalls, \u201clike flying in the sky.\u201d Zipping cross-country in a super-high-speed train …<\/p>\n","protected":false},"author":44,"featured_media":27649,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[79],"tags":[],"class_list":["post-27648","post","type-post","status-publish","format-standard","has-post-thumbnail","category-travel","mauthors-emily-wang","mauthors-ken-moritsugu","mauthors-the-associated-press"],"_links":{"self":[{"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/posts\/27648","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/users\/44"}],"replies":[{"embeddable":true,"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/comments?post=27648"}],"version-history":[{"count":0,"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/posts\/27648\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/media\/27649"}],"wp:attachment":[{"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/media?parent=27648"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/categories?post=27648"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/canadianinquirer.net\/v1\/wp-json\/wp\/v2\/tags?post=27648"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}