Subway train at Tanigami terminus, 7 km beyond the line's actual terminus
While in Osaka for a total of five
nights, I went on a daytrip to nearby Kobe (28 April 2016). Osaka and
Kobe are linked by three parallel railways, so I had to make my
choice. As I had already been on some Hankyu trains, I decided to
take a Hanshin train, also because it would take me directly to the
Rokko Liner, one of the two automatic guided transit systems I wanted
to check out. Still in the morning rush hour (yes, trains also get
pretty packed in the outbound direction) I jumped on a Limited
Express at Umeda, realising later inside the car that actually all
trains stop at Uozaki, where transfer to the Rokko Liner is provided
via an encased elevated walkway.
Rokko Liner at Sumiyoshi terminus
Although the weather was looking rather
horrible and not inviting to leave a station to take pictures from
outside, I still decided to get a combined 1-day ticket for Rokko and
Port Liner for 1200 Yen. Having looked at the options on the internet
the day before, this was not too difficult at the machine, because
this is the first system I find in Japan where ticket offices are not
permanently staffed. Again, if someone wanted to just ride the train
it would probably be enough to get the cheapest ticket, ride to the
end of the line and then back to the other end, Sumiyoshi, which is
an interchange with the JR line. Trains were running every few
minutes and were quite busy. Although the last stop is called Marine
Park, there is not much there, but the view from the elevated route
is quite nice, especially the harbour crossing with its red
suspension bridge where the guideways for either direction diverge to
run alongside car lanes on the outer side of the bridge structure.
And while the other stations have a simple, though rather wide island
platform, the staton south of this bridge, Island Kitaguchi, has a
sort of V-shaped platform. The stations are numbered R01-R06, and can
also be identified by a symbol, like in Fukuoka. The symbol's pale
colour is also visible in the line diagram above the platform screen
doors, but this colour is not seen elsewhere in the station.
Portliner approaching Naka-koen
Technologically, the Rokko Liner as
well as the Port Liner are similar to Yurikamome in Tokyo, i.e. a
driverless train or rubber tyres. Like in Hiroshima, the ride is not
bad, but could be smoother. Inside, the cars feel too small, as they
only have a very narrow gangway between carriages, not really an
open-space design.
While the Rokko Liner operates in the
eastern suburbs of Kobe, the longer Port Liner actually starts at
Kobe's main transport hub Sannomiya, right next to the JR station and
near the Hankyu station, the underground Hanshin station and the two
subway stations. The Port Liner uses rather new rolling stock in
6-car formation, whereas the Rokko Liner only has four cars in each
train. Initially both systems had a similar route length, with the
Port Liner running in an anti-clockwise loop around the new
development area on Port Island. Later a branch was added, which has
become the main line. Maybe 2 out of 3 trains go to the airport, with
the other one doing the loop and returning to Sannomiya. The Port
Liner is pretty slow on its first section as it winds its way through
some elevated motorway junctions before it catches full speed across
the harbour. As a result of its expansion, most stations have side
platforms (as initially on the loop they only had a platform on one
side). Naka Koen has three platforms, i.e. two side platforms on the
same level on the main route, plus another half-island platform on
top of the main inbound track for trains returning from the loop. The
inbound guideways merge only north of Naka Koen station on the
approach to the harbour crossing. At either end of the main line,
trains can switch to either side before entering the station, there
are no sidings beyond the termini. At Kobe Airport they seem to
normally use the southern guideway. On the loop, Naka Futo actually
features an island platform, too, I suppose the eastern track is only
used by trains entering from the depot. As with the Rokko Liner,
despite the new trains, the ride is a bit humpy, the concrete
guideway showing its age and having been repaired in some sections,
so again, a bit like a bus on an irregular roadway. Stations here are
numbered P01 etc, and the numbers are even announced in English along
with the station name.
Hanshin train terminating at Kobe's Sannomiya underground station
Before exploring the Subway proper, a
short note on Kobe's Passante, a railway tunnel running rather
parallel to the main Subway line, the Kobe Kosoku Line, which was
built by a third-sector company, but is shared by three different
private railways, the Sanyo, Hanshin and Hankyu Railways. Together
they provide quite a metro-style service. Adding Kasuganomichi on the
Hanshin route, there are nine underground stations in sequence. The
Hankyu route joins the Hanshin route just before Kosoku Kobe station.
Sanyo train at Kokosu Kobe on Kobe's "Passante"
Older Subway train at Shin-Nagata
So while the suburban lines join to
form a metro in the city centre, Kobe's main Subway line has a rather
suburban character, especially along its western leg, the Seishin
part of the Seishin-Yamate Line. Distances between stations here are
rather long and many sections are on the surface, though interrupted
by some tunnels due to the hilly terrain in the Kobe hinterland. The
line colour green is also visible in the livery of all the trains of
which there are at least three different generations, all looking a
bit dated now. I was quite impressed by the design of the first
station I saw, namely Itayado, with its wall panels imitating wood:
Itayado station on Seishin-Yamate Line
Most other stations also have the flair of the 1970s or 1980s, some
could do with a little refurbishment. The last station on the western
leg, Seishin Chuo, somehow reminded me of Stockholm, a partly
underground layout with two island platforms and a medium-sized
shopping centre on top with a big concrete square in the middle. On
one side there is a large bus terminal. Towards the other end,
Sannomiya seems to have been refurbished not too long ago, with
whitish enamelled panels providing a well-illuminated space. Here the
respective platforms lie on top of each other (to Shin-Kobe on the
upper level). Although not really included in my Subway-only day pass
I had acquired for 820 Yen (by the way, this is not available from
the ticket machine, just from the person at the counter!), I rode the
train all the way out from Shin-Kobe to Tanigami, a 7 km tunnel
through a mountain range. As long as you don't exit the station no
one cares. You can actually change to a Shintetsu train at the same
platform without having to pass through a ticket gate.
While the Seishin-Yamate Line is a standard metro (using a kind of Madrid-style tram-like overhead catenary), the newer Kaigan Line is another of those linear motor metros I have now already seen in Fukuoka and Osaka. Again, the trains rattle too much for a modern metro system, a bit like a cheap low-floor tram with loose wheels. This one is also manually driven and has no platform screen doors, but unlike the Seishin-Yamate Line, which still has a conductor in the rear cabin managing the doors, the Kaigan Line features one-man operation. The easternmost of just four cars is reserved for women at all times! The Seishin-Yamate Line has such a car somewhere in the middle. I haven't seen it in rush hour, but during the day it was very little used. Like the Nanakuma Line in Fukuoka, it is badly integrated with other transport at Sannomiya, again you have to walk through a shopping mall to transfer. So, again, I wonder why they chose this technology instead of making it compatible with other lines.
Shin-Nagata, the nicest station on the Kaigan Line
In Kobe, unfortunately it is impossible
to get proper maps, not even for the two Subway lines alone. A
railway network map showing all different services is urgently needed
here.
LINKS
Kobe at UrbanRail.Net (feat. map)
Just wondering if you've travelled on the 'other' Passante that takes Shintetsu trains down to Shinkaichi? Shintetsu does have a bit of an interurban character by the way
ReplyDeleteThere's also a curious Wadamisaki Line shuttle - would you consider it urban rail?
But the Shintetsu line would not be a "Passante", as the idea of a Passante is that trains can run through the city and surface on the other side, but I understand that the Shintetsu ends in a stub and you can transfer to the Kokosu.
DeleteGuess you're right - the Namboku Line works the same way as the Hankyu leg (in not being a true 'Passante') and is integrated with the Tozai Line (since both are part of the Kosoku), hence my confusion...
DeleteDid you visit nagata terminus ? are there stabling track beyond or is there a depot somewhere at this end of the line ?
DeleteOn the chuo line i mean .
DeleteLinear motor metros have been built for one reason only: smaller tunnels, and thus lower construction costs. Passenger comfort was never a factor, neither when riding nor when transfering. The result is bad for passengers, and so they do not use it: on the Kaigan Line, passengers were expected to be 80,000 a day when the line opened, and 130,000 a day in 2005. However, in 2005, the real figure was only 39,000, and today it is around 45,000.
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