Additional Information On The Tadami Line

(Please excuse any grammatical errors, as I’ve used translation software and AI for proofreading.)
Hello everyone.

I would like to share some additional information about the Tadami Line, particularly regarding the route, railway signals, the Kiha 40, and some aspects of Japanese railway driving procedures.

This is intended as supplementary information for those who are interested in operating the Tadami Line in TSW7. Most of the information below is relatively well known among Japanese railway enthusiasts, but some of it may not be immediately apparent when operating the route in the game.

1. Operating Speed on the Tadami Line
The maximum permitted speed on the Tadami Line is 65 km/h. However, trains do not run at the maximum speed throughout the entire line. In mountainous sections, speeds of around 40–50 km/h are common.

Approximately one month before writing this post, I measured the running speed using a GPS speedometer. Please note that the data includes sections inside tunnels and areas where GPS reception was unavailable, so there may be some errors.

Also, the train used for these measurements was a Kiha E120, rather than a Kiha 40. The E120 has better performance than the Kiha 40, so its speed profile may differ somewhat.

Between Aizu-Wakamatsu and Aizu-Yanaizu, the railway runs through relatively flat terrain, so trains can reach the maximum permitted speed.

Between Aizu-Yanaizu and Tadami, however, the terrain becomes much more mountainous. Trains generally run at around 40 km/h, and may accelerate to around 60 km/h mainly when running through tunnels.

In Japan, once the train has accelerated to the desired speed, drivers generally use coasting rather than continuously applying power to maintain speed. In other words, the driver removes the throttle/notch and allows the train to continue moving using its momentum. Exceptions include situations such as continuous steep gradients where additional power is required.

The Tadami Line runs through mountainous areas, and refueling facilities for the diesel multiple units are limited to Aizu-Wakamatsu Station and the depot at Niitsu, beyond Koide.

Try to operate the train economically by making the best use of the gradients and the characteristics of the vehicle, while avoiding unnecessary fuel consumption.

Due to space limitations, station names are listed in Japanese. We apologize for the inconvenience; please refer to the numbers above each station name and the list below.
Stations on the Tadami Line

1. Aizu-Wakamatsu
2. Nanukamachi
3. Nishi-Wakamatsu
4. Aizu-Hongo
5. Aizu-Takada
6. Negishi
7. Nizuru
8. Wakamiya
9. Aizu-Bange
10. Toudera
11. Aizu-Sakamoto
12. Aizu-Yanaizu
13. Goudo
14. Takiya
15. Aizu-Hinohara
16. Aizu-Nishikata
17. Aizu-Miyasita
18. Hayato
19. Aizu-Mizunuma
20. Aizu-Nakagawa
21. Aizu-Kawaguchi
22. Honna
23. Aizu-Kosugawa
24. Aizu-Yokota
25. Aizu-Oshio
26. Aizu-Shiozawa
27. Aizu-Gamo
28. Tadami
29. Oshirakawa
30. Irihirose
31. Kamijō
32. Echigo-Suhara
33. Uonuma-Tanaka
34. Echigo-Hirose
35. Yabukami
36. Koide

2. Shisa Kanko — Pointing and Calling
Japan has a distinctive railway safety practice called Shisa Kanko (指差喚呼).

Shisa Kanko means pointing at an object such as a signal, sign, or instrument for safety confirmation, and then verbally stating its name and condition.

The exact wording can vary between railway companies and individual drivers. The following are examples.

Before departure: checking the instruments
Before departing, the driver performs several checks using Shisa Kanko.

• The driver operates the Cab Selector to make the cab available for operation and confirms that the “機” (Ki) indicator is illuminated:
  
  油圧、よし
  Yuatsu, yoshi
  “Hydraulic, OK.”
  
  
• The driver checks that the main reservoir pressure (red needle) on the reservoir pressure gauge (ER) is within the red-marked range:
  
  元ダメ、よし
  Motodame, yoshi
  “Main reservoir, OK.”
  
  
• The driver performs a brake test and confirms that there are no problems:
  
  ブレーキ、よし
  Burēki, yoshi
  “Brakes, OK.”
  
  
• The driver moves the reverser to the forward position and confirms that the forward indicator light has illuminated:
  
  前進、よし
  Zenshin, yoshi
  “Forward, OK.”

During the brake test, the driver first releases the brake and checks that the brakes have actually released. The driver then applies the brake and checks the movement of the brake pressure gauge to confirm that the brakes have applied correctly.

When departing after receiving the departure signal from the conductor
When a conductor is on board, the conductor sends a buzzer signal after closing the doors.

The driver then performs the following checks in sequence:

• The driver compares the scheduled departure time in the timetable with the current time on the clock:
  
  時刻、よし
  Jikoku, yoshi
  “Time, OK.”
  
  
• The driver confirms that the door-closed indicator is illuminated:
  
  戸閉、よし
  Tojime, yoshi
  “Doors closed, OK.”
  
  
• If there is a departure signal ahead, the driver confirms its aspect:
  
  出発、進行
  Shuppatsu, shinkō
  “Departure, Clear.”
  
  The signal aspects are explained in more detail below.
  
  
• After confirming all of the above:
  
  発車
  Hassha
  “Departing.”
  
  or:
  
  （停車場名）、発車、定時
  (Station name), hassha, teiji
  “(Station name), departing on time.”
  
  If the train is delayed:
  
  （停車場名）、発車、○秒延
  (Station name), hassha, ○-byō en
  “(Station name), departing ○ seconds late.”

Because the driver makes this call while applying the throttle/notch and starting the train, there is no separate pointing motion for this particular call.

Calling Railway Signal Aspects
When confirming a signal, the basic form of Shisa Kanko is:

Signal name + signal aspect

Signal names are abbreviated according to the type of signal, such as:

• 場内 — Home signal
• 出発 — Departure signal
• 閉そく — Block signal
• 入換 — Shunting signal
• 遠方 — Distant signal

If a signal has a No. 1 / No. 2 designation, the number is added to the signal name.

The calls for the various signal aspects are as follows.

進行信号 — Clear signal
（信号機名）進行
(Signal name), shinkō
“(Signal name), Clear.”

減速信号 — Reduced speed signal
（信号機名）減速
(Signal name), gensoku
“(Signal name), Reduced speed.”

注意信号 — Caution signal
（信号機名）注意
(Signal name), chūi
“(Signal name), Caution.”

警戒信号 — Warning signal
（信号機名）警戒
(Signal name), keikai
“(Signal name), Warning.”

停止信号 — Stop signal
（信号機名）停止

or

（信号機名）赤

(Signal name), teishi

or

(Signal name), aka

“(Signal name), Stop.”

or

“(Signal name), Red.”

誘導信号 — Calling-on signal
誘導
Yūdō
“Calling on.”

進行中継 — Clear repeating signal
（主体の信号機名）中継進行
(Main signal name), chūkē shinkō
“(Main signal name), Repeating, Clear.”

制限中継 — Restricted repeating signal
（主体の信号機名）中継制限
(Main signal name), chūkē seigen
“(Main signal name), Repeating, Restricted.”

停止中継 — Stop repeating signal
（主体の信号機名）中継赤

or

（主体の信号機名）中継停止

(Main signal name), chūkē aka

or

(Main signal name), chūkē teishi

“(Main signal name), Repeating, Red.”

or

“(Main signal name), Repeating, Stop.”

進路表示 — Route indication
進路何番（又は方向）
Shinro nan-ban (or direction)
“Route number (or direction).”

進路予告 — Route advance indication
予告何番又は何線（又は方向）
Yokoku nan-ban or nan-sen (or direction)
“Advance indication, route number or line (or direction).”

For example:

If a departure signal is displaying Clear:

出発進行
Shuppatsu shinkō
“Departure, Clear.”

If a home signal is displaying Caution:

場内注意
Jōnai chūi
“Home, Caution.”

An important point about 出発進行
The expression 出発進行 (Shuppatsu shinkō) is often mistakenly used as a command or phrase meaning “depart.”

In actual railway operation, it is a call confirming the aspect of the departure signal.

Therefore, if there is no departure signal at a station, or if the departure signal is displaying an aspect other than Clear, the driver does not call 出発進行.

Speed Restriction Signs
When passing a speed restriction sign, the driver confirms it before reaching the sign:

制限、（数字）
Seigen, (number)
“Speed restriction, (number).”

For example, if the speed restriction is 50 km/h:

制限、50
Seigen, gojū
“Speed restriction, 50.”

ATS Warning
When an ATS warning sounds, the driver confirms that the red lamp on the vehicle warning device is illuminated and calls:

車警、赤
Shakei, aka
“Train warning, Red.”

Station Approach — Stop/Pass Confirmation
When the train approaches a station, the driver confirms whether the train is scheduled to stop or pass through the station.

This is called 停通確認 (Teitsū kakunin).

The confirmation is made shortly before beginning to brake for the station, or before the home signal.

For a station where the train is scheduled to stop:

（停車場名）、停車、（両数）両
(Station name), teisha, (number) cars
“(Station name), stopping, (number) cars.”

For a station where the train is scheduled to pass:

（停車場名）、通過
(Station name), tsūka
“(Station name), passing.”

For example, when operating a two-car train stopping at Nanukamachi:

七日町、停車、2両
Nanukamachi, teisha, ni-ryō
“Nanukamachi, stopping, two cars.”

For example, when operating a four-car train stopping at Aizu-Bange, with the confirmation made at the home signal:

場内、注意。会津坂下、停車、4両。
Jōnai, chūi. Aizu-Bange, teisha, yon-ryō.
“Home, Caution. Aizu-Bange, stopping, four cars.”

When making this confirmation, the driver traces the station-name column of the timetable from the top down to the approaching station and reads the station name aloud.

The driver then moves their finger across to the time column and confirms whether the train is scheduled to stop or pass.

Because the finger movement across the timetable forms an L shape, this procedure is called:

L字確認
L-ji kakunin
“L-shaped confirmation.”

↑Example of an L-shaped check: When approaching Nishi-Wakamatsu Station
3. The Kiha 40
The Kiha 40 appearing in TSW is the Kiha 40 series 500 subseries.

One of its characteristics is the presence of vestibules designed for cold climates, preventing cold air from entering the passenger compartment.

There was also the 2000 subseries, which was designed for warmer regions, particularly western Japan. These vehicles did not have the same vestibule arrangement.

The area around the Tadami Line, particularly around Tadami, is known for heavy snowfall, with approximately 2–3 metres of snow falling each year.

Furthermore, the national road connecting Tadami with Koide and the Niigata area is narrow and is subject to winter closures.

Because of this, the Tadami Line has historically provided an important means of reaching the Koide and Niigata areas during winter.

The 2000 subseries vehicles used in colder regions were equipped with other measures to cope with winter conditions, such as door buttons and additional heaters, despite not having the same vestibule arrangement.

The vehicles operating on the Tadami Line, including the Kiha 40, are also equipped with satellite telephones because there are many locations deep in the mountains where mobile phone and railway radio signals cannot be received.

The white cylindrical antenna on the roof is associated with this equipment.

Important Points When Driving the Kiha 40
There are several characteristic points to keep in mind when driving the Kiha 40.

1. The Kiha 40 has poor acceleration
The Kiha 40 is relatively heavy for its engine output.

The particular vehicles represented here use the original 220 PS engine from the time the Kiha 40 was introduced, so acceleration is rather slow.

Some vehicles were fitted with replacement engines later in their lives, but the improvement was not particularly dramatic.

It is understandable that you may want to accelerate as quickly as possible, but do not immediately apply full power.

Doing so may damage the transmission.

2. Always start in Hydraulic drive
If you attempt to accelerate from a standstill in Direct drive, the engine can stall.

Therefore, always start in Hydraulic drive.

3. Changing between Hydraulic drive and Direct drive
The changeover speed between Hydraulic drive and Direct drive is approximately 60–65 km/h.

The transmission has a mechanism that automatically engages when the speed of the drive shaft and the axle becomes synchronized.

If the two speeds are too different when the change occurs, a significant shock can occur.

There is no tachometer, so the driver has to rely partly on the sound of the engine.

Try to make the change when the speeds of the drive shaft and axle are synchronized.

4. Cab Selector / operating direction switch
The operating direction switch located beside the driver's cab can normally be set to:

Front – Middle – Rear

Front is used for the leading cab.

Rear is used for the rearmost cab.

Middle is used for the cab configuration when vehicles or cabs are coupled.

When changing the position of this switch, there is one particularly important rule:

The front switch and the rear switch must never both be set to Rear, even for an instant.

If this happens, the electrical system can be cut off, causing the solenoid valve of the engine's injection pump to close and the engine to stall.

When changing the operating direction, always set the configuration to:

Front – Front

first, and then change the switch in the rearmost cab to:

Rear

Some vehicles have a device called a Noritsugi switch or Norikae switch (乗継スイッチ/乗換スイッチ) that prevents the engine from stalling even when both ends are temporarily set to Rear.

The particular vehicle represented here, however, does not have this device.

5. Starting the engine near other people
When starting the engine in an area such as a depot, where people may be present near the engine, the driver must first check the surroundings.

The driver should then alert people nearby by calling:

機関始動
Kikan shidō
“Starting the engine.”

A warning horn may also be sounded as appropriate.

Reference Videos
I found a video showing the running sound of a Kiha 40 that was operating on the Tadami Line at the time, so I would like to share it as a reference:



There is also a video showing a Kiha 40 after its retirement from JR, operating with the Hōjō Railway, a regional private railway.



This particular vehicle does not have its original engine. It originally operated on the Gonō Line in Aomori and underwent conversion for one-person operation while in JR service.

For this reason, it has equipment such as door switches in the driver's cab, so there are some differences from the vehicles that operated on the Tadami Line.

Other
The characteristics of the Kiha 40 vary considerably between individual vehicles.

After the privatization of Japanese National Railways (JNR), the various JR companies carried out modifications such as conversion for one-person operation, removal of vestibule partitions, and installation of more powerful replacement engines.

As a result, even among Kiha 40 vehicles that operated on the Tadami Line, there were differences in:

• Seating arrangements
• Presence or absence of vestibules
• Interior fittings
• Engine type
• One-person operation equipment

Some Kiha 40 vehicles that operated on the Tadami Line had been equipped with equipment for one-person operation, such as:

• Fare displays
• Fare boxes
• Numbered ticket machines

However, these devices were not used while the Tadami Line was operated with conductors on board, due to safety considerations associated with the remote and mountainous nature of the line.

After the retirement of the Kiha 40, one-person operation was introduced on the Aizu-Wakamatsu–Tadami section in 2022, when the line was fully reopened, followed by the Tadami–Koide section in 2024.

The entire Tadami Line is now operated using one-person operation.

I hope this additional information is useful when driving the Kiha 40 on the Tadami Line in TSW.

 

For clarity, should this say "TSW7", or will the route be released for TSW6 as well?

 

I'm sorry, let me correct that. It's TSW7, not TSW6.

 

no buy

 

Yeah no buy.... Better spend more time to fix the outstanding issues and oh boy there are a lot of them....

 

Setoden_4000 Very interesting read.
Thanks!

 

I understand how you feel, and I think it’s a wise decision.

The text and materials I’m sharing here include some items I collected around the time the release date was first announced, before the product had received this much criticism. I hesitated over whether to publish them, but ultimately decided to do so in the hope that they would help people compare the actual product with the review videos currently circulating, and see how much they differ.

 

This is super cool - thank you for sharing!

 

As this route was to be released in July for TSW6, why is it now just for TSW7?

I bet it would have run better in TSW6, but we will now never know!

 

thank you for this

 

Thanks! Also meant to say in that post, thanks for all the interesting info about Japanese trains and driving them.

 

Thank you OP for this information! Not only will this help drive the Tadami line more realistically, but it also explains how Japanese railways function in general. Very insightful.

 

It’s really annoying that on PS5, the sound of the doors and the horn comes from the controller instead of the TV.

 

Maybe post that in the Feedback thread?