Gauge Change Train
The Gauge Change Train was a Japanese research and development project launched in 1994 to create a high-speed train equipped with variable-gauge axles, enabling through operation between the Shinkansen network and the narrow-gauge conventional rail network.
Three prototype electric multiple unit trains—two three-car sets and one four-car set—were constructed for testing. The first operated from 1998 to 2006, the second from 2006 to 2014, and a third-generation train began testing in 2014; however, testing was later suspended due to technical issues with the bogies.
The GCT was originally planned for use on the Nishi Kyushu Shinkansen upon its opening in 2022 to provide through service between Hakata and Takeo-Onsen, bridging a gap in the line until it could be extended. However, in June 2017 JR Kyushu announced that it had abandoned plans to deploy the technology. Following this decision, JR West announced in August 2018 that it had also abandoned its proposed GCT deployment between Tsuruga and Osaka.
As of the late 2010s, there are no active development programs or proposals for the use of the Gauge Change Train.
First-generation train (1998–2006)
The first GCT train was completed in October 1998. It was designed to be able to run at a maximum speed of over on Shinkansen lines, and at over on conventional narrow-gauge lines under a catenary voltage of 25 kV AC, 20 kV AC, or 1,500 V DC.Formation
The train was formed as shown below, with all three cars motored.| Car No. | 1 | 2 | 3 |
| Designation | M'c1 | M1 | M'c2 |
| Numbering | GCT01-1 | GCT01-2 | GCT01-3 |
Car 1 was built by Kawasaki Heavy Industries, car 2 was built by Kinki Sharyo, and car 3 was built by Tokyu Car Corporation.
History
After preparation at the Railway Technical Research Institute in Kokubunji, Tokyo, the train was moved to JR West tracks in January 1999 for testing on the Sanin Line at speeds of up to. From April 1999, the train was shipped to the Transportation Technology Center in Pueblo, Colorado, United States for an extended period of high-speed endurance running until January 2001. Here, it recorded a maximum speed of and ran a total distance of approximately, with approximately 2,000 axle gauge changing cycles.In November 2002, the train recorded a maximum speed of on the Nippo Main Line in Kyushu.
From May to June 2003, the train was tested for the first time in Shikoku, running late at night on the Yosan Line between Sakaide Station and Matsuyama Station.
Testing on the Sanyo Shinkansen commenced on 23 August 2004 between and stations, delayed from the initial plan for testing to start during fiscal 2002. A series of 15 return test runs were conducted late at night between 23 August and 27 October 2004, starting at a maximum speed of on the first day. The maximum speed was increased to on the second day, eventually raised to on the final day.
Withdrawal and preservation
Testing ended in 2006, after which the train was stored at JR Kyushu's Kokura Works. In April 2007, the train was moved to storage at JR Shikoku's Tadotsu Works. The Tokyu end car and Kinki Sharyo intermediate car were scrapped on-site, but the Kawasaki end car, number GCT01-1, was moved to Kawasaki Heavy Industries' Kobe factory in February 2014.Second-generation train (2006–2013)
Initially scheduled to be completed in 2004, the second train was delivered in 2006, starting test running based at JR Shikoku's Tadotsu Works. In March 2007, the train was shipped from the RTRI in Kokubunji to Kokura Works, where it was shown off to the press in May 2007.Unlike the first train which was of an original design, this train was based on the E3 Series Shinkansen, and included passenger seating in the intermediate car. Maximum speed was on Shinkansen lines operating under 25 kV AC, and on conventional lines operating under 20 kV AC or 1,500 V DC. It is not known if it could operate under 50 Hz power at either AC voltage.
Formation
The train was formed as shown below, with all cars motored.| Car No. | 1 | 2 | 3 |
| Designation | Mc3 | M2 | Mc4 |
| Numbering | GCT01-201 | GCT01-202 | GCT01-203 |
- Car 2 was fitted with 36 seats, tilting mechanism, and a pantograph.
History
From December 2007, test-running commenced on conventional tracks between Kokura Works and Nishi-Kokura Station.From June 2009, the train underwent test-running between the Kyushu Shinkansen and conventional narrow gauge tracks, operating at speeds of up to on shinkansen tracks.
In 2011, the train was fitted with new lighter weight "E" bogies to improve stability and ride comfort when negotiating curves or points with radii of less than. These replaced the previous "D" bogie design. Late night test running took place at speeds of up to on the Yosan Line from August 2011, with the train based at Tadotsu. Endurance testing was then undertaken from December 2011 until September 2013 on the Yosan Line between and, during which time it covered a distance of approximately.
Withdrawal and preservation
Following withdrawal of the set, one end car, GCT01-201, was moved from Tadotsu to in July 2014 for display at the Shikoku Railway Heritage Museum in Saijō, Ehime. The two other cars, GCT01-202 and GCT01-203, were cut up at JR Shikoku's Tadotsu Works in August 2014.Third-generation train (2014)
A third-generation, four-car, train was delivered to Kumamoto Depot in Kyushu in late March 2014, and "three-mode" endurance testing using a new facility built near Shin-Yatsushiro Station commenced in October 2014. Endurance testing was scheduled to continue until March 2017, accumulating a total distance of. Testing was suspended in December 2014 after accumulating approximating, following the discovery of defective thrust bearing oil seals on the bogies.Formation
The train is formed as shown below, with all cars motored.| Car No. | 1 | 2 | 3 | 4 |
| Numbering | FGT-9001 | FGT-9002 | FGT-9003 | FGT-9004 |
Cars 1, 3, and 4 were built by Kawasaki Heavy Industries in Kobe, and car 2 was built by Hitachi in Kudamatsu, Yamaguchi. Car 2 is equipped with a single-arm current collector. Seating accommodation is provided in car 2, arranged in eleven rows 2+2 abreast.
In June 2017, JR Kyushu revealed that it had abandoned plans to use the GCT on the Nagasaki Shinkansen citing reasons of cost and safety.