Perhaps the most attractive cycling road in Japan is 70 kilometers’ “Shimanami Kaido” from Onomichi (Hiroshima Pref, Honshu Main Island) to Imabari (Ehime Pref, Shikoku Island).

It crosses Seto Naikai Inland Sea and you will enjoy beautiful scenery and nice foods along the way. Interestingly, long bridges over the sea have automobile highway lanes as well as bicycle and pedestrian lanes separately.

This is very popular cycling route to many Japanese as well as international tourists. 

 I have been there twice, once by my own bike and once by using rental bike.

I am a railfan and also love cycling very much in and outside Japan.  As a cyclist, I cannot ignore the situation of bicycle transportation in Japan and also comparison with other countries.

Today I have found a very efficient and technological bicycle parking today near my home and surprised.

This is "bicycle tree" near JR Omori station, Keihin Tohoku line. A bicycle is stored underground automatically in just 10 seconds.

This was developed by JFE steel Industry seemingly more than 10 years ago. Still to me, it looks innovative and advanced system.

In Japan, bicycles are heavily used by people and they make Japanese cities especially megalopolis Tokyo and Osaka more or less ecological without relying too much on automobiles, although they are not so organized and many problems remain.  (A photo below is bicycles parked in prohibited area of narrow sidewalk which may block pedestrians.)

（日本語は英語の下です）

I rode Rokumon from Nagano station with my son. Before riding, we take traditional style soba standing at station platform, assuming that meals which are served in Rokumon might be good quality but small amount. Later, we realized this decision was totally wrong.

Platform 7 of Nagano station was in a relaxed atmosphere. Rokumon was already there more than 30 minutes before departure time, and some travelers mainly affluent elderly couples gathered little by little. Wealth goes to the elderly, that is the general rule of seniority society of this country, I suppose. Similarly, most users of more luxurious “Shikishima” and “Mizukaze” are elderly. Although younger energetic managers may increase, I assume most of them are too busy to work and no time to take Rokumon, considering Japanese workaholic business culture.

Before doors open around 15 minutes before departure time 13:35, the female conductor did an interesting performance to play a trumpet shell in front of the train. After that, passengers are guided into Rokumon. The customer style may be some typical Japanese style relying on fixed manual and require more relax or humor if expecting too much, but overall, it was very nice.

We used a 2-persons individual room separated by Japanese traditional syoji screen made by wood and paper. Car number 3 has 10 rooms and only 20 passengers’ capacity, obviously much more relaxed than 60-70 seats of express normal coach or even 40-50 of green cars. Similar example can be found in “Saphir Odoriko” Green cars or some others in Japan.

It was too comfortable, Rokumon departed at 13:35 but we almost forget that we are in the running train. Gorgeous Japanese style cuisines were shortly delivered to us. They use meats, vegetables and mushrooms produced in Nagano prefecture. Having this lunch, my son was very happy to talk to me without staring his smartphone as usual. I belatedly thought that this is a good restaurant car. It is equipped with a small kitchen, although they do not cook main dishes, drinks and soups are at least prepared there. And we do not forget about wines and sakes, although I do not take any of them personally. Many other passengers enjoyed drinks and some are sold as souvenirs.

Rokumon crossed broad Sai River and Chukuma River bridge. Chikuma River represents Nagano prefecture and is the longest river in Japan flowing into Shinano river. About only 350 kilometers’ length but Japan is an island country.

Rokumon proceeds slower than normal trains, but it is rather a good thing to rail lovers like us, because we can enjoy longer time at a same fee, though it will sound ridiculous for “busy” practical rail users. It stops for 10 or 20 minutes at major stations like Ueda or Komoro. We can enjoy shopping or even short walking tour there. I bought fresh and cheap seasonal apples at Komoro which are now cropped in Nagano prefecture. We both considered that even 2 hours and 10 minutes’ schedule of Rokumon, less than 40 kmph average speed from Nagano to Karuizawa was too fast.

By the way, Rokumon are 3 cars and other local trains of Shinano Railways are normally 2 or 3 (maximum 6 in rush hours), but Ueda, Komoro and other stations of Shinano Railways retain the facility of old Shinetsu main line. Platform length is usually 12 cars (240 meters) which was suitable to Limited Express “Asama” between Ueno Tokyo and Nagano before 1997 Nagano (Currently Hokuriku) Shinkansen.

It was sad that watching at landscape of Mount Asama volcano, Rokumon journey ended in Karuizawa, and we dreamed that former Usui Pass line between Karuizawa and Yokokawa will revive someday and Rokumon may go direct to Takasaki. We arrived at Karuizawa station at 15:45 on time. They kindly provided us a free drink service at the nice bar of Karuizawa station. After relaxed shortly, we took a full Shinkansen to Tokyo of Sunday evening going back to reality. My son was a little tired and slept, and I felt middle “Seat B” of Shinkansen was too narrow after taking luxurious Rokumon.

今日、長男と乗った「ろくもん」の旅は、大変楽しいものでした。そして外国の鉄道ファンに伝えたくなったためか、やや気が大きくなったのか（日本のファンに大まかには、知られている気がしますので）、英語で十分にポイントも絞れないまま、長々とマニアックに書きすぎてしまいました。（外国人向けに少し日本文化を皮肉っている記述もあり、すみません）

しなの鉄道は、国鉄型115系電車が残る数少ない鉄道ファン天国で、いろいろと厳しい首都圏ではありえないと思いますが、脚立を持ったファンが電車の最前部にかぶりついていたりします。そして今回、長野から軽井沢までの「ろくもん」では、とくにおいしい和食と、地域の良さをうまく伝えようとするしなの鉄道の努力が印象的でした。

楽しい列車を走らせてくれるしなの鉄道の方々に感謝し、これからも「ろくもん」が元気に走り続けるとともに、このような列車が各地に広まっていくことを願います。いつまでも古い115系電車を続けるのは難しいでしょうが、何らかの旅の味わいは残してほしいというのが、少しわがままな希望です。

（日本語は英語の下です）

I was born near Nakameguro station of Tokyu Toyoko line in Tokyo. At that time, my mother (and grandmother) pushed baby buggy carrying me, and show me many trains. Trains came in front of my every 4 minutes or so including old green-type Tokyu EMUs series 5000 or so. In such environment, I was born to be a rail enthusiast (densha otaku).

(Old Tokyu Toyoko line Shibuya terminal station, switched to underground in March 2013)

After getting old, I was strongly influenced by the railway novelist Miyawaki Shunzo, and I came to have strong interests in railway timetable and writing travelogue. I even planned virtual train timetable of Odakyu line before and after ongoing four-tracking project. I lived in Yurigaoka, Kanagawa during my school ages.

I also have interest in railways worldwide, partly because of my father’s occupation relating to international affairs. Thanks to him, I had a chance to stay in Wien, Austria for a while and stimulated by the difference between railways of Europe and Japan. During my stay, I rode all the tram (Straßenbahn) network of Wien which is very dense, totally about 200 kilometers length.

After being an adult and getting a salary, my field of activities has got wider. I have an interest in traveling overall, particularly transportations not only railways but also buses, airs, roads as well as bicycle travel. Having children now, I often go to travel by rail with my sons and educate them about railways.

英語で長々と書いてしまいましたが、日本語だとなんとなく恥ずかしいですし簡潔にします。

東京の中目黒で生まれ、生来の鉄道ファンです。さらに旅行や交通・乗り物全般、自転車旅行も好きです。強く影響を受けた作家で言いますと、宮脇俊三さんや下川裕治さんです。

子供が生まれてからは、家族を巻き込んで鉄道旅行などを楽しんでいます。日本語による国内の鉄道関係サイトは既に数多あり、そう新鮮味がないと思いますので、当ブログでは子供たちや家族との鉄道の楽しみ方を中心に、書いていこうと思います。

2021年はヨーロッパ鉄道年とのことで、コネクティング・ヨーロッパ・エクスプレス(Connecting Europe Express)　という特別列車が運行されました。

これが実に壮大な、国際夜行列車です。9月2日、リスボン（ポルトガル）発、10月7日、パリ（フランス）着。36日間で欧州26か国を走破しました。

この列車のパリ着は、COP21（国連気候変動枠組条約第26回締約国会議、10月31日よりグラスゴー（イギリス）で開催）の約1か月前でした。鉄道が環境や安全面で優れた交通機関であることを、国際社会にも広くアピールする狙いがあるのでしょう。

コネクティング・ヨーロッパ・エクスプレスのウェブサイトを見れば分かるのですが、机上鉄道旅行を楽しむ気分になってその経由地を転記してみます。改めて、その凄さが分かりますね。叶わぬ話ですが、一部だけでも乗るか見るか、してみたかったです。

リスボン（ポルトガル）→マドリード（スペイン）→ボルドー（フランス）→ミラノ（イタリア）→ローマ（イタリア）→ウィーン（オーストリア）→ブラチスラバ（スロベニア）→ザグレブ（クロアチア）→ベオグラード（セルビア）→スコピエ（北マケドニア）→アテネ（ギリシャ）→ソフィア（ブルガリア）→ブカレスト（ルーマニア）→ブダペスト（ハンガリー）→ワルシャワ（ポーランド）→グダニスク（ポーランド）→カウナス（リトアニア）→リガ（ラトビア）→タリン（エストニア）→）→クラクフ（ポーランド）→リュブリャナ（スロベニア）→グラーツ（オーストリア）→プラハ（チェコ）→ミュンヘン（ドイツ）→ベルン（スイス）→ベルリン（ドイツ）→コペンハーゲン（デンマーク）→ストックホルム（スウェーデン）→アムステルダム（オランダ）→ブリュッセル（ベルギー）→ルクセンブルク（ルクセンブルグ）→パリ（フランス）

（参考記事）

I rode overnight Nightjet by ÖBB from Zurich (dep. 20:00) to Berlin (arr. 7:54) in July 2018.

Zurich Hbf. has many end-loading platforms around 20 or so, which is typical in major terminal of European city but not common in Japan. It is one of the busiest stations in Europe and many kinds of trains including international express from Italy come and go.

From Zurich Hbf. I took blue coaches of Nightjet. Meanwhile, it is interesting that ÖBB Nightjet (Zurich – Berlin) does not go through Austrian territory at all.

The sleeping berth was comfortable, and I could use a room of 2 persons berth only by myself because the train was not so crowded. Nightjet does not have a restaurant car and I finished my dinner in Zurich, but next morning good breakfast was served by Nightjet staff.

In European railways, discount system of rail ticket is well developed like air fare. I bought the ticket of this Nightjet by website from Japan about two months before the boarding, and the price was 69 Euro (about 10,000 JPY) from Zurich to Berlin about 900 kilometers. I think this is good price.

If Japan in the similar case from Tokyo to Hiroshima (894 kilometers), it is 18,380 JPY and sleeping car B-berth fare will be 21,780 JPY, much more expensive.