【野望】謎すぎる高架化工事 田んぼの隣で進む新駅構想 リニアも巻き込む巨大プロジェクトに!?｜JR大和路線高架化工事

【野望】謎すぎる高架化工事 田んぼの隣で進む新駅構想 リニアも巻き込む巨大プロジェクトに!?｜JR大和路線高架化工事

Thank you for watching.
This time, we will introduce a mysterious elevated construction in Japan.
We will explain the role that projects taking place next to rice fields can play in greatly increasing the potential of the city, as well as the full details of the construction work that took place the other day.
What exactly is the connection with that line that is scheduled to be constructed?
This is Nara Station, one of major stations in Nara Prefecture.
Nara Station has Kintetsu and JR stations, and the one I’m at is the JR station.
This station is served by the Kansai Main Line and the Sakurai Line, as well as Nara Line trains via the Kansai Main Line.
All of these are official names, and each line other than the Nara Line has a nickname.
Kintetsu is closer to tourist spots such as Nara Park, and JR is a bit inconvenient, but the station was completely elevated in March 2010 and has become much cleaner.
The second generation station building from the previous generation has been preserved near the east exit, giving you a glimpse of its history.
From here, take the Yamatoji Rapid train bound for Tennoji on the Yamato Line.
There are four trains per hour during the day, two of which depart from this station and two from Kamo Station, three stations before.
There are no local trains to Oji Station, four stations away, during the day, so the train stops at every station and serves as a substitute for local trains.
As you exit Nara Station, the Sakurai Line will immediately move away to the left, leaving you with only the Yamato Line.
Between the up and down lines is a return track for trains that start and end at Nara Station.
After exiting Nara Station, the Yamato Line turns around at the right curve and heads southwest.
The viaduct near Nara Station will end in less than 1km, and the train will now run above ground.
And on the left in the direction of travel, a track will appear away from the up and down lines.
Not only one, but another one will be added later.
This track goes on and on, and there are overhead wires as well.
This is called a temporary line, which is often seen during elevated construction work.
The tracks will be moved to this temporary track and a viaduct will be built where the original tracks were.
The distance to the next station, Koriyama Station, is 4.8 km.
On the Yamato Line, it is the second line between Kizu and Kamo (6.0km).
The next longest section is from Koriyama to Yamato-Koizumi (3.8km), and you can see that this section is quite long.
Then, about 2km before Koriyama Station, the temporary line ends.
At the end, the track is curved, perhaps to connect the upper and lower lines.
Of the 4.8 km between Nara Station and Koriyama Station, approximately 2 km of the section is currently undergoing elevated construction.
Construction will begin in June 2021, and the transition to temporary lines is imminent.
Here is the flow of this construction. It is between steps 1 and 2.
In this type of elevated construction work, it is common to install one temporary wire at a time to save land.
For example, when constructing an elevated structure near Higashimurayama Station on the Seibu Shinjuku Line, the inbound line is first moved to a temporary track, and then the down line is moved to a temporary track.
Then, an elevated bridge was constructed for the down line, and then an elevated bridge was constructed for the up line, and the up line was also elevated, completing the elevated work.
With this method, the construction period is relatively long because the in and outbound tracks cannot be switched at once.
On the other hand, construction work on the Yamato Line involves switching the in and outbound tracks to temporary tracks at once, constructing elevated bridges at once, and moving the tracks all at once.
This seems to be because there were many sections along the line with fields, etc., so it was not difficult to acquire land.
In this section, where fields are especially noticeable on the south side, four railroad crossings will be eliminated due to the elevation.
There are 18 trains bound for Tennoji on the Yamato Line at 7 a.m., but these are different from the "closed level crossings" that are a common problem in urban areas.
These level crossings have not been designated as requiring any countermeasures.
On the Yamato Line, in contrast to the section near Osaka where there are multiple level crossings that require countermeasures, there are no such level crossings in the construction section.
Even at the largest Hachijo railroad crossing, there is no clear distinction between roadways and sidewalks, which raises safety concerns, but this in itself is a weak reason to make it elevated.
The purpose of this elevated construction work is elsewhere.
A new station is planned to be constructed to the south of this project section, midway between Nara and Koriyama.
The name of the station has not been decided, but it is called JR New Station, Nara New Station, etc.
Building a station here also has to do with road planning.
Construction of a new motorway is progressing in this area.
This is the Keinawa Expressway, and it is approximately 120km long, starting in Kyoto Prefecture, passing through Nara Prefecture from north to west to Wakayama City, Wakayama Prefecture.
Although these prefectures are adjacent to each other, their geographical characteristics make it rather inconvenient to travel between them.
If the Keinawa Expressway is developed, the travel time on the existing national highway will be reduced from 270 minutes to about 100 minutes.
Some construction remains in Nara Prefecture and Kyoto Prefecture, and within Nara Prefecture there is an undeveloped section of 12.4 km.
Eventually, it was decided that a tunnel would be constructed from the Nara Interchange to the north and a viaduct to the south, with construction on the southern section starting in 2019.
Currently, traffic tends to concentrate on some roads in Nara city, and traffic congestion is especially severe in the morning and evening.
On the Yamato Route, the area near the Nara Interchange on the Keinawa Expressway will be elevated and a new access road to the city center will be constructed. We will try to alleviate traffic congestion.
There are also plans for urban development centered around an interchange and new station, and there is a development concept that makes use of the large land area.
In terms of station numbering on the Yamato Line, Nara Station is JR-Q36 and the neighboring Koriyama Station is JR-Q34.
In anticipation of the opening of the new station, number 35 is no longer available.
As Nara is famous as a tourist destination, the development of a motorway will improve access from surrounding areas, and if the capacity to accommodate tourists increases by easing traffic congestion, it will increase its appeal as a tourist destination.
The project was originally scheduled to be completed in 2024, but is now scheduled to be completed in 2028.
From here on, I will explain the progress of the construction work at the site and the significance of this project.
So, about 1km from Nara Station, I came to the area where the Yamato Line viaduct descends to the ground.
On the side of the side road, there is a signboard with information about the new station.
The image photo also shows the newly developed road.
At the intersection with the Keinawa Expressway, there is a type of bridge that allows for longer spacing between bridge girders.
The space in the front left of the photo seems to be a redevelopment area, and there is currently nothing there.
The side road passes under the viaduct and exits to the other side.
From here, the road next to the viaduct changes to a road with a strong character of a community road.
In the back of this area, the viaduct has lowered its height, and there is an entrance to the construction site on the side.
A sign covered with a black sheet. Will it be related to future construction?
This is the point where the temporary line changes, and there is a temporary side wall on the left side of the viaduct, and the overhead line poles are different from the others.
When the elevated construction is completed, will the elevated bridge in this area remain at a low height?
Construction work on a detention pond is underway on a large piece of land next to the railroad tracks.
There is no road to get closer to the temporary fence in the back, so we go around and head to the railroad crossing.
This is the first of four railroad crossings in the construction section: Daianji Temple railroad crossing.
It’s located where the railroad tracks are mostly above ground.
Although cars can pass, it is only wide enough for one car, so you cannot pass each other.
It seems dangerous to pass by pedestrians or bicycles.
Railway crossings tend to be a bottleneck for traffic, as the surrounding roads are narrow and large vehicles cannot pass through.
And here, where the two temporary tracks cross, the space between the rails is hardened with asphalt, making it different from a normal level crossing.
On the way down, the track breaks off and there are steps.
The sign next to it says that the railroad crossing is under repair, but the location of the railroad crossing will change as the temporary lines are replaced.
A new level crossing will be built near the downhill side of the current level crossing, and parts of a brand new level crossing will be installed at the temporary line.
It looks like the existing tracks will be hardened with asphalt in conjunction with the line changeover.
Here is a cut from the other side of the track. The road curves sharply before the railroad crossing.
By the way, there is this illustration on a nearby signboard. This is the 201 series of the Chuo Rapid Line, which no longer exists.
The next South Daianji Temple railroad crossing is here.
The road here is not replaced before or after switching to the temporary line, so unlike the Daianji level crossing mentioned earlier, the part that spans the temporary line is not hardened with asphalt.
However, since ordinary passenger cars cannot pass through this area, the finishing is simple.
The location of the railroad crossing may not be moved, so new warning devices are placed alongside the old ones.
Once you cross the railroad crossing, you will notice a vacant lot next to the tracks.
This is the place where the road coming from the south passes under the railroad tracks, turns and runs parallel to the railroad tracks.
In line with the construction of the road, the river reflected on the left will be moved further to the left.
We go around the road and head to the Hachijo railroad crossing, the largest of the four railroad crossings.
In front of it, there is a road that branches off to the south from the main road and cuts through the rice fields.
Previously, it was separated closer to the railroad tracks, but in order to secure land for temporary tracks, it was moved further forward.
The road cut through the middle of the rice field is now complete.
Although this main street has one lane on each side, there are no guardrails or curbs between the sidewalk and the road, making it quite dangerous.
Due to the heavy traffic volume and poor facilities, the line is scheduled to be widened at the same time as the track is replaced.
The location of this level crossing will remain the same before and after the track changeover.
The parts around the rail are also quite solid.
There is an iron bridge that crosses a small waterway right next to this railroad crossing, but the temporary line has turned the waterway into a tunnel, so there is no iron bridge.
Maintenance is easier, noise is reduced, and the ride is somewhat more comfortable.
Up until this point, there were houses next to the railroad tracks, but from here onwards there are rice fields and fields.
There is no road next to the track, so we will take the detour we just took.
Between the road and the railroad tracks, there is a vast space, lined with concrete blocks.
Since it is only a temporary road, the part that straddles the waterway is simple.
Rainwater collects on the land between the tracks.
This is an unusual sight, as most of the sites where elevated tracks are being built are urban areas where houses are lined up next to the railroad tracks.
There used to be some buildings along the road, but they were demolished as construction progressed.
As a result, remnants of shrubbery remain around the road, and in some places the rails of old gates remain, and in some places the old road is still intact.
You can see the changes caused by the construction, such as mysterious clay pipes sticking out in some places.
There is no doubt that the chunks of concrete and debris from the roadside walls will be cleared away soon, and the changes will continue.
We went around the road again and arrived at the last of the four railroad crossings: Nakahachijo railroad crossing.
This level crossing will also be replaced as the track changes.
The current railroad tracks are somewhat higher than the road, so there are steep slopes before and after the railroad crossing.
The temporary track after the changeover will be lower in height than the current track, and by replacing the level crossing in conjunction with the changeover of tracks, it seems that there will be no difference in level.
Unlike the first Daianji level crossing, the entire temporary track at this level crossing is covered with asphalt, and the rails are not visible at all.
Does it have something to do with the fact that normal sized cars cannot pass?
And if you look again at the point where the temporary line joins the current track, you can see that the traffic lights, detailed signs, and equipment for the level crossing have already been prepared.
If you look on this side from the next railroad crossing, you’ll see a sign similar to the one you saw earlier on next to the inbound line.
The white bags between the rails are pre-filled bags to make it easier to move the gravel, and new bags of gravel are piled up on the left and right.
In addition, the overhead lines are firmly in place, and preparations for the line switching are almost complete.
Yes, in fact, the day after this video was taken, construction work was carried out to replace the up and down lines with temporary lines.
This work could not be completed between the last train and the first train, and service was suspended in multiple sections from 8:45 p.m. on Saturday, April 13th until the last train.
Until midnight, service from Oji to Nara will be suspended, and buses will be substituted, alternate transportation will be used, and services will be turned around on both sides.
The last trains that will run directly through the construction zone are the Yamatoji Rapid Service bound for Kamo, departing from Tennoji at 8:17 p.m., and the regional rapid train bound for Tennoji, departing from Nara at 8:30 p.m.
After midnight, the suspended section extends from Oji to Kamo.
Transfer transportation is applicable not only to the Kintetsu Nara Line, which competes between Osaka and Nara, but also to lines that run through southern Osaka and Nara, such as the Osaka Line and Minami-Osaka Line.
Transfers to Kintetsu will end at 11:30 p.m. After that, only buses will be used from Oji to Nara.
Although this was a large-scale construction project that required the suspension of some train services, it was completed without any problems, and service on the temporary lines began on April 14th.
So, I arrived at Tennoji Station around 8pm.
A campus announcement also mentions tonight’s construction work.
There is a sign like this in front of you after entering the ticket gate.
This is the same announcement as before.
Also, on the upper right monitor, construction announcements were being played along with platform information and limited express train advertisements.
The 8:17 pm train bound for Nara bound for Kamo is the last train that runs directly through the construction zone, and all trains after that will be bound for Oji.
The Yamatoji Rapid train departing at 20:17 has arrived.
Regular trains depart according to the schedule, and this train also departs at the same time.
There were no major delays due to last-minute passengers, and the train departed almost on time.
The Yamatoji rapid train bound for Oji is the highlight of this construction project.
Please note that this train itself operates on weekdays and in the mornings on weekends and holidays, so it is not a limited-time construction train.
However, it is rare to see Yamatoji Rapid trains bound for Oji lined up with departure information displays.
I’d like to ride the 201 series, which has a cool sound, but I’ll have to wait until the next Yamatoji rapid train.
Take the next Yamatoji Rapid train bound for Ouji and leave Tennoji Station.
Before departure, station staff walked the platform and checked the occupancy rate.
The train I was on didn’t seem to be that different from the last direct train in terms of congestion.
At the first stop, Kuhoji, you can transfer to the previous local train.
Normally, the Yamatoji Rapid Service stops at Kyuhoji, Oji, and every station beyond Oji, but on this day, the second stop, Oji, is the final stop.
We will soon arrive at Oji.
Before the station, the speed drops considerably and the car body shakes.
There are three tracks on which the Yamato Line departs and arrives: the down line is at track 1, and the inbound line is at track 2 and 3.
This train will arrive at track 2, not track 1.
The train parked next to it is the JR train bound for Namba that arrived earlier.
In areas where trains are operated, consideration is given to ensuring that inbound trains generally run at the same time as usual.
It seems that inbound trains depart from this platform, but platform 1 is not closed.
This is because there is a convenient ticket gate at track 1 for transferring to the connecting Kintetsu Ikoma Line.
Also, because tracks 2 and 3 are sometimes occupied by trains, the last train arriving at this station may arrive at platform 1.
The Yamatoji Rapid Service does not turn back at Oji on weekends and holidays, so its service pattern is irregular.
Station staff will be stationed at the ticket gates to guide passengers.
The replacement bus takes 1 hour and 10 minutes one way.
The Yamatoji Rapid train takes 15 minutes, so it actually takes 4.7 times as long.
At Oji, Yamato-Koizumi, Koriyama, and Nara stations, substitute buses depart from the rotary in front of the station.
However, at Horyuji Station, they do not enter the rotary, but depart and arrive a little further away.
The substitute bus is an alternative to the Yamatoji Rapid Service, so the frequency of service is approximately once every 15 minutes, and the frequency decreases as the time goes by.
Basically, the Yamatoji Rapid train departs 10 minutes after arriving at Oji.
Some connections with local trains may take some time, but that is unavoidable.
If you use the Kintetsu Ikoma Line, you can go to Kintetsu Nara Station by changing to the Nara Line at Ikoma Station.
If the connection is good, the journey takes about 40 minutes, which is faster than the substitute bus.
Exit the ticket gate and turn left.
Although it’s a few minutes’ walk, there are staff at important points, so you won’t get lost.
Next to the bus, people were counting the number of passengers and checking the destination.
The vehicle is a tourist bus type.
The journey takes 1 hour and 10 minutes each way, so vehicles that can seat many passengers are mobilized.
The buses seem to be in pairs, and can carry about 100 people without the need for booster seats.
On the previous flight, everyone was in the first car, but from the next onwards, the cars were divided roughly depending on the destination.
The seat looks like this. Although it is a regular sightseeing bus, the seats are comfortable and recline.
The location has changed, and here is a look at Nara Station.
Since it was already past 10:30 p.m., there were not many people on the upbound bus.
Here is the ticket gate.
Since there are many foreign tourists, it seems that some of them were unaware of the suspension, so staff are on hand to guide them.
Although the Kintetsu Line station is quite far away, there are buses that regularly run between the two stations, so it’s not that inconvenient.
There are many large buses available, and there is also a powerful detour route called the Kintetsu Nara Line, so you won’t find any noticeable congestion.
In the suspended sections, track switching work is currently underway.
There will be plenty of lighting, and a large number of workers and heavy machinery will be in motion.
I couldn’t get close to the Daianji railroad crossing, so I couldn’t really see what the work was going on there, but from the railroad crossing near Koriyama Station, you can clearly see where the temporary track and the current track separate.
The track has already been replaced, and work is progressing to harden the gravel.
Although heavy machinery plays an active role, it is still a human sea tactic.
These construction works were completed as scheduled, and both the up and down lines will be running on temporary tracks from the next morning.
There was a slow traffic signal in front of the track switching point, limiting speed to 80km/h.
After this, along with the construction of an elevated line where the original railway line was, construction of roads and other areas will proceed.
The idea of ​​a new station along the way will also have an impact on the Linear Shinkansen plan.
In the plan for the Linear Central Shinkansen from Nagoya to Osaka, it has been decided that a station will also be built in Nara Prefecture.
There are three candidates: Narayama Station, Nara New Station, and the intersection of Yamatoji and Kintetsu Kashihara Line.
In the past, Ikoma City also came forward, and candidates are being narrowed down.
However, while neighboring Mie Prefecture has narrowed down its area to the area around Kameyama Station, Nara Prefecture’s area is still very rough.
This is because while Nara Shin Station and Heijoyama Station are located in Nara City, the third option is located in Yamatokoriyama City, and the tug of war between the two cities continues.
Although they are of course in agreement on attracting a new station to Nara Prefecture, the gap between the two cities is unlikely to be bridged easily.
If you want to take the linear route in a straight line, Hirajoyama Station is the best.
The hurdles for construction are not too high, but it is undeniable that the convenience is a little lower.
In addition, the third plan almost requires the construction of new stations for conventional lines.
It would be desirable for both JR and Kintetsu to build a new station, but coordination will likely be difficult as the number of people involved will increase.
Regarding the second plan, there is also concern that the connection with Kintetsu, which has an overwhelming presence in conventional lines in Nara Prefecture, will deteriorate.
Furthermore, if a new station were built near Nara Station, all transportation hubs would be consolidated into one location, but that seems difficult.
The east side of the station is lined with World Heritage Sites, and there is a possibility that important remains remain underground.
There are many risk factors that cannot be assumed and are not included in the three proposals.
I can’t take my eyes off the construction that seems to involve railways, roads, and even Linear Central Shinkansen.
Thank you for your viewing.

●チャプター
0:00 オープニング
0:22 奈良駅から大和路線に乗ります
2:48 大和路線高架化事業の概要
4:45 高架化の目的
7:03 現地の様子
13:40 線路切り替え工事の概要
14:51 代行バス・線路切替工事の様子
20:59 リニア中央新幹線との関連

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