Japan

Hello .
The DD13 #611 shunter of JNR is almost ready for launch.
I will script the cab with the working levers
Exterior model test in game and finished 100%...
It will be freeware and available on DLS also.:D
 
Hi all!
After a few busy months i'm back with another rolling stock pack - the colorful 3000 Series of the Keio Inokashira Line!

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Early to late 1960s versions without air conditioning in the top-left quadrant, late 1960s to late 1990s air-conditioned versions in the top-right quadrant, late 1990s to early 2000s air-conditioned versions with front skirts in the bottom-left quadrant and the 1996-onward refurbished sets in the bottom right quadrant.

Of course, already available on my website!

Consider this a complementary pack to Rizky_Adiputra's payware Keio 3000 Series and Hokuriku Railway 8800 Series.
His are the two "narrow-bodied" 1962-built sets, mine are the slightly different "full production" sets built from 1963 onwards. Of course, the various rural and regional railway versions will follow suit!


The 3000 Series was introduced by Keio Railway in the early 1960s as a replacement for the older "green trains" on the Inokashira Line - a halphazard collection of various classes of rolling stock that ranged from the Deha and KuHa 1250 Serieses of 1933, built for the opening of the Inokashira Line itself under what was then the "Teito Electric Railway", substandard post-war built rolling stock such as the DeHa 1750 Series of 1949, relatively-recent rolling stock built in the 1950s but with obsolete blueprints (such as the 1800 and 1900 Serieses) to the stop-gap 1957-built 1000 Series, essentially a 1067mm-gauge version of the 2000 Series built for the 1372mm-gauge Keio Line that had to be procured almost as an emergency mesaure to replace the crumbling 1930s rolling stock.

Unwilling to continue the cat-and-mouse game of step-by-step replacing old rolling stock, Keio Railway in the 1960s opted for a full replacement of the Inokashira Line's fleet with a proper up-to-date type of train, to be built with the most modern technologies available at the time.
One of these such technologies was stainless steel, then in it's infancy in Japan, but already quite successful in it's little niche, following the experiments of Tokyu Corporation with it's 5200 Series, built by it's subsidiary Tokyu Car, the Japanese holder of manufacturing licenses from the american Budd company, the pioneers of stainless steel application on railway rolling stock. Stainless steel had several key advantages, namely being several times lighter than conventional carbon-steel, resulting in less wear and tear to the infrastructure and bogies and being rust-proof, resulting in additional considerable maintainance savings. A side advantage was that without rust, the bodyshells could be left "bare", saving on paint.
Thus, hooked on these advantages, in the early 1960s Keio Railway became one of the first three companies placing a full-scale order for stainless-steel rolling stock, the other being Nankai (with it's 6000 Series) and Tokyu itself, with it's 7000 Series.

However, one thing that made the 3000 Series stood apart from the coeval Tokyu and Nankai rolling stock was that the former was the only not to be entirely manufactured out of stainless steel - the upper half of the front section, due to it's geometrical complexity dictated by the "Shonan style" (angled front with two cab windows and top-mounted headlights, derived from the JNR 80 Series) something rather en-vougue in 1960s Japan was to be manufactured out of space-age fiber-reinforced plastics, or FRP, as the round shape, designed for conventional, malleable, carbon steel was nearly-impossible to obtain with the rigid stainless steel.
However, unlike the stainless-steel bodyshell, the FRP front had to be painted in some colours! After some debate, Keio Railway's management finally settled for a classy and rather colorful solution: each set would be painted in one of a selection of seven pastel colours: Light Blue, Ivory, Salmon Pink, Green, Purple, Beigie-Cream and Sky Blue - starting from Light Blue for set No.01 and repeating the cycle for evry seven sets!

This resulted in Keio Railway spearheading the "stainless steel bodyshell with FRP front" design praxis, something that only would become the overwhelming standard a quarter-century later!
However, depsite being the main advancment, the stainless-steel bodyshell wasn't the only one - the 3000 Series trains were also to be fitted with the highly innovative Pioneer-III bogeys (also a Budd-licensed design) fitted with externally mounted disc brakes, in lieu of the conventional, but low-performing cast-iron "shoe" brakes.

The first two 3000 Series trains, formed as 4-car sets, were finished in 1962 and entered regular revenue service on the 28th of December. These two were sort of prototypes, intended to test the viabilty of stainless steel rolling stock and it's reception by passengers, before the go-ahead for the mass-production of 3000 Series trains could be given.
The reception couldn't have been better - the 3000 Series was solidly acclaimed by passengers and driver and conductors as well, all of whom were used to ride in noisy, uncomfortable, shkay, hot-in-summer and freezing-in-winter rolling stock and now could finally saivour a swift, smooth and comfortable ride.

With the feedback recieved, Keio Railway gave the go-ahead for the mass-production of 3000 Series trains, ordering an additional 2nd batch of seven 4-car sets (Nos. 3 to 9), wich were delivered between 1963 and 1966. These were slightly different than the previous two "prototype sets" as they fetaured a wider 2800mm bodyshell, modern double-leaf 1300mm-wide doors (instead of the old-fashioned single-leaf 1200mm doors) and air-conditioning predisposition, and would provie the "blueprint" for all subsequent 3000 Series batches.

Later that year, owning to it's numerous technological advancments, the 3000 Series was awarded the prestigious 1963 "Laurel Prize", a annual prize awared by the Japan Railfan Club to trains with "outstanding design and functional fetaures" that entered service the year before.

In 1967, a third batch of four additional 3000 Series sets (Nos.10 to 13) was introduced, followed by two more trains (sets Nos.14 and 15) introduced in 1969. The third and fourth batches did fetaure a handful of improvements and differences over the earlier batches, namely the replacement of the distinctive, but complex Pioneer-III bogeys with cheaper and more conventional TS-807-type bogeys, a modification that would be carried over to all subsequent sets.

By the early 1970s, most of the "urgent-replacement-needing" Inokashira Line rolling stock such as the pre-war and immediately-post war rolling stock, had indeed been replaced, with the line's fleet being subdivided in a dozen sets of various "green train" serieses (the 1800, 1900 and 1000 Serieses) and the remaining fifteen being of the new 3000 Series sets, with both fleets being formed as 4-car sets.
With the increase in ridership on the line, over the past decades, 4-car trains were nearing the capacity limit, and as such Keio placed an order for additional intermediate cars to lenghten all 3000 Series sets to five cars, the maximium lenght allowed by the relatively short platforms of the Inokashira Line. At the same time, air-conditioning retrofitting was also started and carried out at unison - a 4-car sets would enter the workshops one day, and exit a couple days later as a 5-car set fitted with air-conditioning thruought.

By 1975, all fifteen 3000 Series sets had been lenghened and retrofitted, with the same process being carried over to a selection of the older, 1957-built, 1000 Series trains, as most were still in a rather decent condition. However, for the other "green trains", the 1800 and 1900 Series, no modification had been planned - their replacements instead were delivered later that year: four additional 3000 Series sets (Nos.18 to 19), built as air-conditioned 5-car sets from the start.
The 1800 and 1900 Serieses were written-off the rosters between 1973 and 1975, with selected cars in the best overall condition being "donated" to 1000 Series sets to lenghten them to 5-car sets. However, depsite the recent lenghtening, age soon caught up with the 1000 Series, with the fleet gradually thinning over the years, until 1983 - at this point, another and final batch of nine 3000 Series sets (Nos.20 to 29) was ordered and delivered later that year, with the 1000 Series being finally replaced in March 1984, and the Inokashira Line fleet being subsequently standardized to twenty-nine 5-car 3000 Series sets.

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The 3000 Series lived a tranquil life for a dozen year more, with the only notable modification being the retrofitting of front skirts to all sets by 1994, until the mid-1990s. By then, depsite the outstanding built quality, the oldest sets were now severely fatigued due to their intensive usage, and the 18m-bodyshell with three doors per side was increasingly becoming an impedment to the ever-increasing ridership of the line. Thus, a replacement was introduced in the form of the "new" 1000 Series, a modern VVVF-controlled commuter train that followed the well-established 20m-bodyshell with four doors "blueprint". However, as Keio management became aware that the 3000 Series was now something of an "established" icon of the Inokashira Line, the 1000 Series was to fetaure several nods to it's predecessor, namely the front design and most importantly, the "seven pastel colours" liveries!

However, Keio railway foresaw to replace initally only a portion of the Inokashira Line's fleet, indeed as the last 3000 Series batches were still rather "new" (especially the 6th and last batch, wich had been delivered only a dozen years earlier!) a refurbishment program was started for some select 3000 Series trains, namely sets Nos. 16 to 29, the full 5th and 6th batches. The refurbishment program involved updating the trains to match wherever possible the modern 1000 Series: new interior fittings, more efficient air-conditioning units, a general repairation of the bodyshell and upgrade to some mechanical components, and the most distinctive modification: a new front portion - specifically the old FRP fronts were replaced by new ones, fetauring stylish wrap-around windows, offering a better visibility and undoubutedly improving the overall looks!

The refurbished sets progressively re-entered services, coexisting with the initial ten new 1000 Series sets - the older 3000 Series batches were replaced but not scrapped - most were purchased by rural local railways, eager to upgrade their fleets with reliable air-conditioned rolling stock.
Between 2002 and 2004 the last non-refurbished 3000 Series trains were retired from the Inokashira Line, replaced by an additional batch of five 1000 Series sets.
However, as time progressed, even the refurbished 3000 Series sets began to age, and by the mid-2000s, Keio finally took the decision to standardize the Inokashira Line fleet to the 1000 Series. Thus, a final large order of 14 sets was placed, being delivered starting in 2008 - later that year, the 1000 Series sets outnunbered the 3000 Series sets for the first time, a sign of times to come.
Like the earlier "green trains", the 3000 Series fleet gradually thinned year after year, with surplus sets being sold off to rural railways or scrapped. Finally, with enough 1000 Series sets available, the 3000 Series was retired from the Inokashira Line after nearly 50 years of faithful service, with Sky Blue set No.28 being bestowned the honor of the final 3000 Series run on the Inokashira Line on the 2nd of November 2011.

Depsite having been only briefly (between 1984 and 1996) the only train series in service on the Inokashira Line out of a nearly 50-year long career, starting in December 1962 and ending in November 2011, the 3000 Series nevertheless remains one of the icons of the line, and of Keio Railway overall. However, even if none is no longer running on the Inokashira Line, a whopping half of the fleet (71 cars out of 145 built) has been sold and is now in service for rural and regional railways, where they're extremely well-appreciated due to their low maintainance costs, durability, reliability and air-conditioning, as well as compact lenght.
Hokuriku Railway, Jomo Electric Railway, Gakunan Electric Railway, Alpico Kotsu and Iyo Railway all have sizeable number of ex-3000 Series trains, wich in some cases, constitute (or did until very recently) the entirety of the fleet of those railways. Choshi Railway also planned to standardize it's fleet to ex-Keio stock, but unfortunately had to curtail it's plans, due to high costs, in favour of third-hand stock from Iyo Railway (themselves ex-Keio 2000 Series trains modified with bogies and other components from the 1957-built Inokashira Line 1000 Series!).

Besides the copious number of second-hand rolling stock in service, KuHa 3719 (from purple set No.19) in it's post-1996-refurbishment guise is preserved and on display at Keio Railway's own museum - Keio Rail Land.
 
Question for all the route devs in here:


Are there any finished (fully landscaped and detailed) freeware routes to be found?

The only routes I have found, have been tiny dioramas, and the Nambu line by Rizky.

Preferably, routes that don't require the Chiyoda DLC, I'm too broke to buy new stuff these days, LOL

Rico
 
Continuing onto the the Keio 3000 Series rural railway variants, here's the first one of the lot - the Jomo Electric Railway 700 Series.

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ALready available on my website!

By the late 1990s, rolling stock on the rural Jomo Line was entirely formed of 300 and 350 Series trains, wich were hand-me down trains from Jomo Electric Railway's major shareholder - Tobu Railway.
Specifically, these were former 3000 and 3050 Series trains, built in the 1970s but using the underframe, nose-suspended motors and other traction equipment from the 7300 Series, old electric multiple units based on the JNR 63 Series design and dating back to the post-war years.
Thus, depsite the new bodyshell (based on Tobu's 8000 Series), the equipment of these trains was already quite worn out, after more than half-a-century of usage. Jomo Electric Railway had purchased these trains from Tobu at a preferential price to replace, almost as an emergency mesaure, the even older rolling stock that was in service until then on the line: essentially a ragtag mix of various EMU designs, including ex-Seibu trains, some of wich dated back to the 1930s!

However, after half a decade of usage on the Jomo Line, it was already well clear that the 300 and 350 Series trains were well beyond their lifespan, and that the company couldn't expect to keep them in service for much longer - a more "definitive" replacement was thus needed.
This replacement came in the form of 3000 Series trains from the Keio Inokashira Line - built in the early 1960s as one of the very first mass-produced stainless-steel-bodied train serieses in Japan, the 3000 Series was then just starting to be replaced by the newer 1000 Series on the busiest Inokashira Line duties. However, depsite being roughly 30 years old, the 3000 Series trains were in perfect working condition, and had all been fitted with air-conditioning in the mid-1970s.

Thus, sensing the bargain, Jomo Electric Railway proceeded to purchase (with the help of subsidies from local governments) sixteen cab cars to be reformed into eight 2-car sets, more than enough to cover all services operating on the Jomo Line. The purchased cars were rebuilt, modified and adapted to one-man operation by Keio Railway's Keio Heavy Industries subsidiary company, using equipment such as the master controller, salvaged off from Keio's 5000 Series and spare parts from the Toei Subway 6000 Series trains, wich were undergoing air-conditioning retrofitting at the company's workshop at the same time.

All eight trains were introduced and entered regular revenue services in 1998, replacing the most worn-out 300 and 350 Series trains immediately (altough some 350 Series sets were retained as spares up until 2000).
Initially painted in the same livery - violet upper front portion and acqua green and red side bands - starting from 2009, each of the eight sets began to have it's upper front portion painted in an unique colour, an hommage to Keio Railway's practice that had been introduced by these trains, altough with slightly different colours.

Currently, all eight 700 Series sets handle the entirety of regular passenger traffic on the Jomo Line - no "heavy" modifications have been performed on these trains in about 20 years of service (save from the replacement of wipers and compressors on some sets). However, age is catching up to them as well - with most sets now about half-a-century old too (30 years of wich spent on the Inokashira Line and the remaining 20 spent on the Jomo Electric Railway), equipment is ageing, and a replacement is now needed again.
Originally, Jomo Electric Railway planned to introduce a newly-built electric railcar (likely similar in concept to Ichibata Electric Railway's 7000 Series, wich would've been the company first new piece of rolling stock since it's establishment in 1926, a century earlier!) using government subsidies. However, these plans were quickly shelved due to high costs, with the company opting instead for the purchase of "new" second-hand trains, with Tokyo Metro being singled out as the likely source; however, nothing official has been announced yet, and it's very likely that the 700 Series will continue to trudle up and down the Jomo Line for atleast a decade to come.
 
Nice!! They are retiring all the 103 trains this month. I think there is a video about it on You Tube.

Yup, they're retiring the last "semi-original" condition 103 Series sets - now all that remains are the 60 or so refurbished cars of the Bantan and Kakogawa Lines...

In other news, here's the third part of the Keio 3000 Series pack, and the one that took me the most time: the Alpico Kotsu 3000 Series!

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"Revival livery" set on the left, "standard livery" set on the right


Now available on my website!


Like many other similar rural railways that evolved from interurban built at the turn of the century, the Kamikochi Line of the Matsumoto Electric Railway was converted from 600v to the "standard" 1500v DC voltage in the mid-1980s.
To replace the ageing and now-incompatible 600v stock, Matsumoto Electric Railway opted for the purchase of surplus Tokyu 5000 Series trains (a purchase made by several other railways at the time, such as Gakunan Densha and the nearby Nagano Electric Railway), wich were cheap and available in large numbers.
However, the 5000 Series had a rather obsolete design, dating from the early 1950s, and had several archaic fetaures such as the nose-suspended motors, single-leaf mechanical doors. Thus, by the late 1990s, the Matsumoto Electric Railway set forth to acquire a fleet of new trains that could act as a more "long-term" option than the crumbling 5000s.

The choice fell on the Keio 3000 Series, a considerable number of wich were being retired from the Inokashira Line, and many had already found a successful second-life on several rural railways, such as the Jomo Electric Railway and the Hokuriku Railway.
Matsumoto Electric Railway purchased eight cab cars from Keio Railway, with the intent of forming four 2-car sets, more than enough to operate all services on the relatively short Kamikochi Line.


The eight purchased cars were picked from the sets that had just been made surplus by the introduction of the 1000 Series, and were handed over to Keio Heavy Equipment (a subsidiary of Keio Railway that handles rolling stock modifications and resales of surplus equipment) for a general refurbishment - the modifications included a new front with wrap-around windows, identical to the one also being applied to the newest 3000 Series sets that were to remain in service on the Inokashira Line, the removal of the front roller blind destination indicator, a general repairation of the bodyshell, new air-conditioning unit, new driving desks with one-handle master controllers (taken from surplus Keio 6000 Series sets) and the necessary equipment for one-man operations - side-view mirrors, in-cab fareboxes and so on.

After these modifications were made, each individual car was shipped by truck to Matsumoto Electric Railway's workshops, where the cars were given the finishing touches and a new coat of paint - a very modern and striking all-over white livery with five "rainbow-like" colour bands and "Highland Rail - Kamikochi Line" branding inscriptions on the sides and the front.

The first two completed sets entered service on the Kamikochi Line in October 1999, maintaining their "3000 Series" classification. The remaining two sets followed suit in July 2000 - at this point, Matsumoto Electric Railway had enough sets to cover all the line's services, and thus the last remaining ex-Tokyu 5000 Series sets were retired later that month.

Since then, the 3000 Series has lived a rather uneventful life, shuttling back and forth between Matsumoto and Shinshimashima, with the only notable event being the 2017 repainting of set No.2 (3003-3004) in a vermillion orange and grey "revival" livery inspired by the one fitted to MoHa 10 Series trains of the pre-1980s "600v era".

However by the late 2010s the 3000 Series sets were considerably ageing - depsite having been refurbished (wich, nonetheless was 20 years earlier) much of their equipment still dated back to the late-1960s, when these trains were first manufactured for Keio Railway, thus a replacement was more or less in order.
The replacement came quite recently in the form of the 20100 Series - ex-Tobu Railway 20000 Series intermediate cars converted and modified by Keio Heavy Equipment and introduced in 2021 (making them Tobu's first sale of second-hand rolling stock in about 25 years - the last time being the sale of 3000 and 3050 Series trains to the Jomo Electric Railway in 1995). The first 20100 Series set entered service on the 25th of March 2022, replacing 3000 Series set No.1 (3001-3002), wich as subsequently written-off and scrapped.

Matsumoto Electric Railway, since merged and renamed to the current "Alpico Kotsu" name in 2011, plans to introduce one 20100 Set per year - the second one is nearing completion and will be introduced soon. Thus it's just a matter of time before the eventual full replacement of the 3000 Series, wich will then be retired from the Kamikochi Line after about 20 years of service.
 
Long time no see! Now tha I have successfuly merged the West Sanito layout to my current layout, Phaze two can begin. I'm building a new West Sanito Station while the K line reaches the water side city of Shikagoha. Take Care
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Continuing with the Keio 3000 Series pack, here's this week version - the Hokuriku Railway 7700 and 8900 Serieses!

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Already available on my website!

By the early 1990s, Kanazawa city was looking to relocate the city-side terminus of the Asanogawa Line underground as part of a broader redevelopment of the Kanazawa station complex - Hokuriku Railway agreed, however, there was a key issue: at the time, the Asanogawa Line was operated by a patchwork of ten different car types, all obsolete in design, and most importantly of a composite-steel construction that didn't comply with the stringent fire saftey regulation that came in force after the cars were built, and as such were legally prohibited from running trough any kind of tunnel, no matter how short (a mere 250m for Hokutetsu, from portal to buffers!).

Thus, and also considering the ageing fleet, Hokutetsu set forth to seek a replacement. The company reached out to Keio Railway, wich at the time had a good surplus of stainless-steel ex-Inokashira Line 3000 Series trains, freshly replaced by the newly-introducted 1000 Series, and the purchase was finalized some time later: Hokutetsu acquired 10 ex-3000 Series cab cars, wich were extensively rebuilt and modified by Keio Heavy Equipment Co. (a Keio Railway subsidiary tasked to deal with, among other things, the second-hand sale of retired rolling stock) into five 2-car sets.

Repainted in Hokutetsu's signature deep orange and reclassified as the 8000 Series, the ex-Keio trains arrived in Kanazawa in mid-1996, ready for entering service. The 8000 Series was actually formed of two slightly different subserieses: the first two trains were classified as the "8800 Series" and were the two 3000 Series prototypes from 1962, with flat-sides and single-leaf doors, while the remaining three sets were classified as the 8900 Series and were converted from "full-production" 3000 Series trains with wide bodies and double-leaf doors.

With testing completed, the five 8000 Series sets entered service at the very end of 1996, on the 19th of December - the replacement of the older trains was istantaneous as the line's voltage was raised from 600v DC to 1500v DC, as depsite all modifications, the 8000 Series retained it's original, unmodified, 1500v DC traction equipment. One-man operation also began with the replacement of older trains - the 8000 Series had been indeed also adapted to be driver-only-operated.

Exactly ten years later, in 2006, an additional two ex-3000 Series cars were purchased from Keio Railway, altough unlike the previous ones, these two were intended for Hokuriku Railway's other line - the Ishikawa Line, and specifically to replace the last remaining non-air-conditioned train in service on the railway, an ex-Tokyu 7000 Series 2-car set purchased in 1990 (along with four other sets, these others instead fitted with AC-equipment).

Converted by Keio Heavy Equipment to almost the same specifications of the earlier 8000 Series, one key difference was however in the traction equipment: unlike the Asanogawa Line, the Ishikawa Line voltage hadn't been raised, and as such it still was 600v DC, most electrical equipment was replaced with spare parts coming from the 7000 Series' stockpile.
Reclassified as the 7700 Series, the "additional" ex-Keio set entered service in November 2006, immediately replacing the non-air conditioned 7000 Series set, wich was however kept in running order, being intended as a spare train for additional services during the fall or winter months only.

Since then, the 8900 and 7700 Serieses (and more broadly the whole 8000 Series as well) have lived a relatively uneventful life, shuttling back and forth on their respective lines. However, by the late 2010s age became a problem, as both serieses started to deteriorate - after all, their bodyshells dated to the early 1960s, being half-a-century old, and as such, a replacement was in order.
The Asanogawa Line was given priority, due to the relative simplicity of sourcing 1500v DC stock instead of 600v DC one, and the relatively better condition of the Ishikawa Line 7000 Series. The replacement chioice fell on the 03 Series, ex-Tokyo Metro rolling stock freshly retired from Hibiya Line services. Hokuriku Railway purchased eight cab cars, wich were converted into four 2-car sets by JR West's Kanazawa workshops, with the first set entering service in late 2020, replacing an 8900 Series set.
As of today, only one 8900 Series set and one 8800 Series set remain in service on the Asanogawa Line, and their retirement is due soon - with four 03 Series sets in service, or soon-to-be in service, Hokuriku Railway is planning to purchase an additional set, bringing the total to five, enough for a full replacement of the ex-Keio stock on the line.

On the other hand, if the 8000 Series retirement is imminent, the 7700 Series on the Ishikawa Line will remain in service for the forseeable future, as no replacement has been planned yet.
 
made the West Sanito Bullet Stationm. It's not perfect but will do for now. This si the end of the line for the Sunset City Bullett train but one third of the way for the Quad City Bullet train.
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So guys i have been thinking on making a new shinkansen running route. The previous one i made was simply a loop which also includes a depot siding to store trains and a few local lines to pretend the route is running for mini shinkansens. However I have lost that route as it is not with my laptop hence i am looking to create a new one. And this one would be released to the public for free. However i was wondering should i make the same thing again? just a simple loop for shinkansen trains to run on or should i somewhat replicate the irl shinkansen routes? (all of kyushu, sanyo, tokaido, tohuku, joestu etc etc).

The benefit of the loop is that you can run shinkansen trains in both directions endlessly. Although there are stations you can stop at too, however there wont be much of a destination you can go to and its boring to run trains on the same layout endless times.
The benefit of replicating irl shinkansen routes is that, the track layout is somewhat same as that. However you wont be able to run shinkansen on both direction endlessly as it doesn't loop.
(and also there wont be any scenery as is to reduce lag. and for people who has poor computers which they might not be able to handle lag)
 
Looks like the old TRS2006-era German-style object platforms. They're called "Platform 150m", "Platform 250m" and "Platform 350m" if i recall correctly.
Yes they are. They even have a single track version. The rest was the Retainer wall blocks of Japan, The entrance is really one of the station buildings of the UK and the old 2006 bullet train banners. The wires and cantenary are from KHB. IT also has the passenger lift and escelators. THe outer fences are made up of the JMA Shinkansen fence spline.
 
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