【変貌】4年間”未完成”だった駅の今 迫る本開業と変わる駅前 あのキャラの行方｜高輪ゲートウェイ駅(JR山手線・京浜東北線)【小春六花】

【変貌】4年間”未完成”だった駅の今 迫る本開業と変わる駅前 あのキャラの行方｜高輪ゲートウェイ駅(JR山手線・京浜東北線)【小春六花】

Thank you for watching. This time, we will introduce a station that is finally nearing completion. We will explain the current state of the station, which was still unfinished even four years after its opening, the station front, which is currently undergoing acclaimed construction, and the preparations for the future.

Also keep an eye out for another project underway at a station a little further away. This is Tamachi Station, which is served by the JR Yamanote Line and Keihin Tohoku Line. Mita Station on the Toei Mita Line and Asakusa Line is nearby, so you can easily transfer here.

The Yamanote Line and Keihin Tohoku Line platforms are separated by direction, with the Yamanote Line using the inner two tracks and the Keihin Tohoku Line using the outer two tracks. Trains in the same direction use the same platform, making it convenient to transfer.

The train I ride is the southbound train on the Keihin Tohoku Line. Although both lines run side by side until Shinagawa Station, two stations next door, you can only transfer to Tamachi Station on the same platform. Our aim is the next station, Takanawa Gateway.

This station, which opened in March 2020, is the newest station on the Yamanote Line and Keihin Tohoku Line. After leaving Tamachi Station and driving for a while, passing under the overpass on the west side of the station, the Keihin Tohoku Line northbound track at the far end becomes an elevated track.

It’s a little hard to see, but between them are the inner and outer tracks of the Yamanote Line. The inner loop train of the Yamanote Line runs in the background.

On the way to Takanawa Gateway Station, the northbound Keihin Tohoku Line crosses over the Yamanote Line tracks, and the tracks that used to be divided by direction are now divided by system. By the time the northbound Keihin Tohoku Line viaduct descends to the ground, the speed of the train has slowed considerably.

The distance between Tamachi Station and Takanawa Gateway Station is 1.3 km, and it takes about 2 minutes to get there. I’m curious about the building under construction that can be seen behind the tracks. The first thing that stands out is the wood-grained floor, which is very different from other stations.

Almost immediately after the departure melody, I saw off the train and looked at the area behind the platform. The Keihin-Tohoku Line has a 10-car train, and the Yamanote Line has an 11-car train, so the positions of the ends of the platforms are misaligned. And beyond the station is the building you saw earlier.

Although it is hidden by the roof, you can see another building on the far left. The Hitachi limited express train bound for Sendai on the Joban Line runs next to the Yamanote Line and Keihin Tohoku Line tracks leading to Tamachi Station. This track is the northbound track of the Ueno Tokyo Line.

Next to it is the train depot, where the limited express Sunrise that I saw earlier is also parked. Further in the back is the limited express train bound for Shinagawa, and behind that is the elevated Tokaido Shinkansen line. The train depot continues towards Shinagawa Station.

Before walking around the station, let’s review the reason why this station was built. Originally, the area around this station was home to the Tamachi Train Center, which has existed since the JNR era, and its predecessor, the Tamachi Train Depot.

In 1930, when trains began operating on the Yokosuka Line, the former Tamachi Electric Railway District was inaugurated, and 80 series trains were placed there in 1950 after the war. This was a train operated in the Shonan area of ​​the Tokaido Main Line, and was also called the ”Shonan Train” or “Shonan Type Train.”

The style, with two windows at the front and a sloping top half, spread widely and had a major influence on Japanese National Railways and private railway vehicles from the 1950s onwards. Also, the color scheme consisting of green and orange is called “Shonan color” and is still widely used today.

Then, in 1958, the 151 series was deployed with the start of the express train “Kodama.” It was JNR’s first paid limited express using electric trains, and it was a completely different type of train from the previous trains that had locomotives pulling passenger cars.

As a result, Tamachi Train Depot became the first train district in Japan to have limited express trains. The following year, in 1959, the 153 series was deployed for the semi-express Izu, and in 1961, the 157 series was deployed for the semi-express Nikko.

Tamachi Electric Railway District was home to the Tokaido Main Line, a major trunk line. They continued to play an important role even after the opening of the Tokaido Shinkansen in 1964, which drastically reduced the number of long-distance trains.

In 1976, the 183 series was deployed to replace the 157 series for the limited express Amagi. The 211 series was introduced in 1985, the 251 series in 1990, and the 215 series in 1992.

Vehicles were basically placed in service immediately after being manufactured, and the Tamachi Train District, where new vehicles gathered, supported transportation on the main line. Meanwhile, the Shonan-Shinjuku Line began operating in 2001, and the Ueno-Tokyo Line began operating in 2015.

As the north-south trunk line connects with the city center in between, the significance of having such a large depot in the city center begins to fade.

In June 2014, JR East organized the facilities and detention tracks of the Tokyo General Rolling Stock Center Tamachi Center, which had been reorganized from the former Tamachi Train District, and relocated tracks such as the Yamanote Line and Keihin Tohoku Line to free up land and build a new building. Announcing a plan to establish a station.

The center will occupy approximately 20 hectares of land, of which approximately 13 hectares will be converted into a new station. Along with this, work to relocate the tracks of each line has begun. In June 2018, the Keihin Tohoku Line southbound tracks were first replaced.

This line was the only one that was relocated in advance because it was not involved in the grade crossing with Tamachi Station. The grade-separated intersection between the new station and Tamachi station for both lines was in almost the same location before the relocation.

If the overpass was moved to the Shinagawa side of the new station, it would be possible to create separate platforms for each direction like Tamachi Station, but it seems that this was not possible due to the construction of artificial ground on top of the tracks between the stations.

In addition, there is Sengakuji Station on the Toei Asakusa Line and Keikyu Line under the national highway on the west side, but the new station is not directly next to it, but to the southeast.

In November 2019, the Yamanote Line and Keihin Tohoku Line were suspended between Shinagawa and Tamachi, while work was carried out to switch the remaining three lines. Irregular operations, such as the Yamanote Line turning back at Ueno Station and the Keihin Tohoku Line turning back at Tamachi Station, became a hot topic.

As a result, each line will be able to pass through the planned site of the new station, and the opening mood will become more exciting. At the same time, the name of the new station was also decided.

During the two track changes, the new station name of “Takanawa Gateway” was officially decided in December 2018. A public call for station names was held in June of the same year, with over 64,000 applications received. “Takanawa” came in first place with 8,398 applications. “Shibaura” came in second with 4,265 applications.

Third place is “Shibahama” with 3497 cases. Fourth place was “Shin-Shinagawa” and “Sengakuji” with 2422 cases. [note: shin = new] Takanawa Gateway was selected in 130th place and received only 36 applications, which led to a series of opposing opinions.

A signature campaign was even held to request that the station name be withdrawn, but the station name has remained unchanged to this day.

Of the approximately 13 hectares that have been freed up for this station, only a small portion will be used for the station, and the rest will be used for buildings that will be redeveloped, resulting in a total of five buildings.

The area furthest from the station is one block, and will mainly consist of international standard rental housing, with an international school also planned to be built on the lower floors.

In Block 2, a cultural creation building will be built as a symbol of the city, and facilities for expositions and live performances will be built. Block 3 is a business hub, with mainly office floors, but also commercial facilities and a clinic.

The 4th block closest to the station is the twin towers, which welcome foreign visitors to Japan with high-spec offices that can serve as headquarters for foreign companies, conference halls that can host large-scale international conferences, hotels, and commercial facilities. Let’s take a look at the floor plan.

The exit is only on the Tamachi side of the platform. There are stairs, escalators, and elevators near Shinagawa, but they are far from the exit, so few people seem to use them. Proceed through the station to the end near Shinagawa.

All of the redevelopment buildings are still under construction, and there are no notable facilities around the station, so the average number of passengers per day at this station is around 9,000. This is the lowest on the Yamanote Line, and the second lowest on the Keihin Tohoku Line after Kaminakazato Station.

The station opening in March 2020 is only a provisional opening, and the station is scheduled to open fully in March next year after the redevelopment building is completed. This station is going to change dramatically in about a year, and we take a closer look at its current state.

In the case of stations with a structure called “island style” where the tracks are on both sides of the platform, the spacing between the tracks becomes narrower at both ends, so the width of the platform is also generally narrower. It is constant. The line has no curves, so visibility is good.

The finishing materials on the columns and ceiling are also painted white, creating a bright atmosphere even in the shade. The escalator and elevator partitions are also made of glass, which helps create a bright atmosphere. Behind the elevator is a bench with a similar color to the floor.

As you can see from earlier, this station has an open atrium in the middle. The escalators shown in the previous premises map are arranged to spread out to the left and right of this atrium.

There is a passageway inside the ticket gate above the Keihin Tohoku Line platform, so you can go to the ticket gate no matter where you go up. At the end of the escalator is the same bench and elevator as before. However, there are no vending machines behind the elevator.

And behind this, there is something that looks like stairs/escalators going in the opposite direction. Although they are not symmetrical in the floor plan, it seems that there are facilities even in the missing parts. The end facing Shinagawa will be covered with a roof made of opaque materials.

This is different from the roof on the Tamachi side, which was made of a material that allowed light to pass through. We have arrived at the end near Shinagawa. The edge of the platform is also misaligned here as well.

The neighboring Shinagawa Station is only 0.9 km away, and you can see the construction cranes being carried out on the north side of Shinagawa Station from here. If you look back here, you can see the bridge girder over the train depot.

However, it seems that it is still under construction and is interrupted in the middle. Look at the floor plan again. There are actually stairs and escalators here as well, but they are not shown on the site map. You can see why by walking in the opposite direction.

Yes, there are temporary fences at the upper and lower entrances, so you cannot enter here. The ticket gates that are scheduled to be installed on this side at the time of the actual opening have not yet been constructed, and even four years after the opening, the station remains incomplete.

Take the elevator ahead to go up to the upper floor. The floor is tiled to give it a luxurious feel, and the control panel is also cool. Immediately after getting off the elevator, there is a temporary fence in front of you.

As you can see in the station map, there are no ticket gates on this side. A temporary fence on the side houses a gallery that summarizes the history of the station up until its opening.

There are aerial photos of the changes up to the opening, a board summarizing the station’s characteristics, and an image of the future city, allowing you to understand the past, present, and future of the station and city.

Then, on the left side facing the temporary enclosure, there is a glass-walled section that gives a sense of openness. Events are sometimes held at the depot next to the station, and you can see the locomotives on display. Here is the line guide that was shown earlier.

It features white letters that match the wood grain finish. It’s fashionable that it sticks out from the pillar. A south ticket gate will be built around this area in the future.

The materials for attaching a guide sign to the corner of the elevator are also prepared for the opposite corner, and preparations for attaching a sign in the future have been completed. I head to the ticket gate.

The station building has three floors above ground and one floor underground, approximately 25 meters high and approximately 120 meters long. What really stands out is this vaulted ceiling. This was created to make it easy for users to know where they are, and is approximately 1,000 square meters in area.

This station building was planned with unity with the city in mind, and was designed by architect Kengo Kuma, who has worked on projects such as the National Stadium.

In order to communicate “Japan Value” as a core facility for international exchange, the roof covering the atrium has an origami motif, and the membrane-like material is reminiscent of a shoji screen. In addition, the ceiling curtains have a structure that allows light to pass through but blocks heat, contributing to reduced utility costs.

The wood used is cedar from Miyagi Prefecture, which was damaged in the Great East Japan Earthquake in 2011.

In order to minimize the number of pillars erected in the large atrium, the members supporting the roof are placed around the atrium, and those that are unavoidable are erected diagonally from the pillars near the edges.

Additionally, in order to emphasize a sense of unity with the city, exterior glass has been kept to a minimum. We have arrived Tamachi side of the station. Currently, the station’s functions are concentrated near Tamachi, and there are both elevators and escalators near the ticket gate here.

Also, there are toilets and shops only on this side. The one on the left is a multilingual information signage equipped with AI, and there is also a similar one at the counter. This is a character developed by Toppan Printing, and is expected to be used at events.

Previously, there was a character called “AI Ms. Sakura”, but this time I can’t find her. While the station building has a Japanese feel to it, it incorporates cutting-edge technology throughout. The passage inside the ticket gate is above the Keihin Tohoku Line platform, so the middle of the Yamanote Line platform has no pillars.

Now that I’ve had a look around the station, I’m going to head out of the station. There is only one ticket gate and it is this size.

There are currently not enough facilities, but when it opens in earnest, the south ticket gate will also be built, and I wonder if both will be crowded. Station staff are not always stationed at the counter and only respond when called.

There is a temporary fence in front of the ticket gate, making the passageway narrower. Looking at the guide map, more than half of the pedestrian deck is blocked off. And here we look back. Yes, this is one of Takanawa Gateway Station’s specialties, the Mincho font.

This font, chosen to match the design of the station building, is completely different from those commonly used at JR East stations. It was unpopular at the time because it was difficult for visually impaired people to see, but like the station name, it has not been changed.

All station name boards on platforms are in Gothic font, and this font is only used in a few places. Exit the ticket gate and turn right. There are two shops attached to the station, and the only one inside the ticket gate is the one on the second floor.

It’s an unmanned convenience store, where all you have to do is bring your items to the register and your bill will be automatically calculated. On the other hand, the Starbucks on the third floor is located outside the ticket gate, and you will have to pass by ticket vending machines on the way there.

You can also go up by elevator, but here you will need to use the stairs next door. The walls and ceiling are generously covered with the same wooden boards as before, creating a Japanese atmosphere. The unevenness of the walls is a traditional technique called “Yamato-bari”.

The inside of the store is so stylish that you’ll almost faint, but this Starbucks also has terrace seating where you can enjoy the view of the atrium. This sense of freedom matches the design of the station building. You can clearly see the locomotive that was parked earlier from here.

Return to the ticket gate. There are also areas outside the temporary enclosure with different floor finishes, which are currently under construction. And behind this temporary enclosure, the demolition work of the pedestrian deck was progressing. This is to create a permanent deck that will connect to the redevelopment building that is undergoing construction.

There is a transparent area at the end of the pedestrian deck that allows you to clearly see the construction progress. It looks like the deck will be extended here in the future and will be directly connected to the redevelopment building.

The one on the right is the one on the north side of the 4-block twin tower, and the exterior finishing of the lower floors has already been completed. On the other hand, across from that is the one on the south side of the Twin Towers, which is also in progress.

Since that building is a little far from the ticket gate, it seems that it will be connected to the south ticket gate in March next year to ensure convenience.

As construction progresses on the building and the city is about to open in one year, events will be held for two days this weekend to boost momentum.

In addition to a 1:200 scale model appearing at the station for the first time, a concept movie of the city will be played in an area that is normally closed to the public, and there will also be a corner where you can view construction records. Take the escalator down to the ground.

Here is a map of the area around the station. Roads extend to the left and right of the station, and if you turn right and walk for a few minutes, you will reach Sengakuji Station. Let’s go to Sengakuji Station.

The pedestrian deck I walked on was a bit narrow, but next to it was a massive steel frame. It appears that the deck will be expanded to this area and connect to the redeveloped building. When I looked behind me, I saw heavy machinery behind the temporary fence and temporary lighting.

Passing under the pedestrian deck, you can see the 3 block building in the distance. Looking at the construction plan signboard, it says that Block 4 is scheduled to be completed by the end of March next year, but other areas have been revised to be completed one year later.

Is this due to the impact of the infectious disease or the sudden rise in material prices? It appears that these blocks will be connected to each other by a pedestrian deck, and construction is currently underway.

On the other hand, progress seems to be slow in Block 2 and Block 1, and from a distance it doesn’t seem like much progress has been made. And it’s not just here that construction is progressing. A sign announcing subway platform widening construction.

On the east side of the national highway, there are boards called “covering boards,” which are often used in subway construction. This is to allow vehicles etc. to pass over the area once dug. At Sengakuji Station, located below this station, major improvement work is underway.

Originally, the platform at this station could not be made very wide due to the width of the above-ground roads, and depending on the time of day it could become crowded with passengers transferring.

In conjunction with the full-scale opening of Takanawa Gateway Station, the tunnel will be expanded to the east and the platform will be widened. Passages, which currently only exist at both ends of the platform, will be newly constructed to improve convenience.

The tunnel on the north side of the station has also been renovated, and now there are two uplift lines. Keikyu Line trains, which currently turn around at neighboring Shinagawa Station, may be able to run to Sengakuji Station.

If the capacity of this station, which is directly connected to Haneda Airport, increases, its convenience will greatly improve. Improvement work at Sengakuji Station is scheduled for 2027, a little later than the opening of Takanawa Gateway. In the next few years, the station and the city will change dramatically. Thank you for your viewing.

今回は、完成が近づく高輪ゲートウェイ駅のご紹介です。
かつて東海道本線の拠点としてその名をはせた田町電車区の歴史と、土地を活用した新駅&再開発計画、開業から4年経っても”未完成”の駅の現在、将来への布石を解説します。
少し離れた都営・京急の泉岳寺駅で進む巨大プロジェクトにも注目です。

●チャプター
0:00 オープニング
0:20 田町駅から高輪ゲートウェイ駅へ向かいます
1:55 田町寄りの様子
2:56 高輪ゲートウェイ駅開業の経緯(田町電車区の歴史)
4:50 敷地再編・新駅開業へ
6:41 駅名決定
7:33 再開発計画
8:19 ホームの様子
11:16 改札階の様子(品川寄り)
12:29 駅舎の設計・デザイン
13:40 改札階の様子(田町寄り)
15:27 駅の外の店舗
16:23 駅前の再開発ビルの工事
17:14 今週末のイベント
17:34 駅周辺の様子
18:37 泉岳寺駅大改造

●当チャンネルについて
このチャンネルでは、鉄道の路線や駅、車両などを丁寧に解説しています。
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