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shinkansen - IHRA -International High
SHINKANSEN October 22, 2014 Fact book The “Shinkansen” High-Speed Rail Accelerating into the Future The “Shinkansen,” Japan’s Excellent High-Speed Rail System The Tokaido Shinkansen, the world’s first high-speed rail, was inaugurated in 1964. Since then, Japan’s high-speed rail system, the Shinkansen, has maintained an impeccable safety record with zero passenger fatalities and injuries due to train accidents, and provided safe and reliable transportation unparalleled anywhere in the world. While combining safety, reliability and efficiency, the Shinkansen system, which operates trains at high speeds and at high frequencies between major cities in Japan and offers outstanding environmental performance, is the world’s leading high-speed rail system and the pride of Japan. Through the continued operation of its high-speed rail system for over half a century, Japan experienced a significant vitalization of the economy on both regional and national levels. Without the Shinkansen, Japan’s economic growth would have never been realized. The Principle of “Crash Avoidance” Brings Tremendous Benefits The Shinkansen is operated based on the principle of “Crash Avoidance” designed to eliminate the possibility of collisions. The principle of “Crash Avoidance” comprises two elements: A dedicated high-speed passenger rail service with no level crossings; and the Automatic Train Control (ATC) system that controls speed to ensure the avoidance of collisions. This principle has enabled safe operations and provided many other benefits. For example, by eliminating the need to consider the possibility of a collision, this principle has allowed for rolling stock with lighter weight, which in turn has decreased the size of the Shinkansen’s environmental Shin-Otaru footprint. Furthermore, as high-speed rails are not bound by the standards of existing conventional Kutchanrails, rolling stock can have larger car bodies. This has led to increased seating capacity, thereby enabling high volume transport. In addition, as freight trains and conventional trains with lower Oshamambe traction and braking performance do not run on the same tracks, timetables can be made more efficient, thereby enabling highly frequent Shin-Yakumo transportation service. In fact, the reason why the Shinkansen can provide safe, reliable, highly frequent transportation service with such high capacity is precisely because it is based on this principle of “Crash Avoidance”. The Shinkansen closely links the societies and economies of different cities and serves as the driving force behind the creation of new major Shin-Hakodate-Hokuto economic regions. Kikonai We hope that the Japanese high-speed rail system, which achieves both high levels of safety and efficiency, will become the international standard and contribute to the development of high-speed rail systems globally. Sapporo Oku-Tsugaru-Imabetsu SHINKANSEN Fact book ■ 1 Shin-Aomori Shinkansen at a Glance The Shinkansen High-Speed Railway Network ~The main artery of the Japanese economy~ Shin-Otaru Since the commencement of operation of the Tokaido Shinkansen in 1964, approximately 2,400 km. In Spring 2015, the Hokuriku Shinkansen will be Japan’s Shinkansen network has steadily expanded with the growth of the extended to Kanazawa and in Spring 2016, the Hokkaido Shinkansen will Japanese economy to link its major cities and become the main artery of begin service, making the total distance covered by the Shinkansen network Japan. 2,800 km. With plans in the works to commence operation of the Kyushu As of 2014, a total of six Shinkansen lines are in service in Japan. The Shinkansen (Nishi-Kyusyu route), extend the Hokuriku Shinkansen to network stretches from the Tohoku Shinkansen in the North to the Kyushu Tsuruga, and extend the Hokkaido Shinkansen to Sapporo, the Shinkansen Shinkansen in the South. The total distance covered by the network is network continues to expand as the main artery of the Japanese economy. Kutchan Oshamambe Shin-Yakumo Hokkaido Shinkansen 0 1 15 Under Impeccable safety record unparalleled anywhere in the world with zero passenger fatalities and injuries Oku-Tsugaru-Imabetsu The Shinkansen has an impeccable safety record with zero passenger fatalities and injuries caused by train accidents for more than 50 years since the Tokaido Shinkansen commenced operation in 1964. Shin-Aomori Shichinohe-Towada First-rate punctuality with an average delay of less than 1 minute per train minute trains per hour Hachinohe The average delay per train of the Shinkansen is under 1 minute. This average delay of under 1 minute, which includes delays caused by typhoons, heavy snow, and other natural phenomenon, is a testament to the Shinkansen’s reliability. Iwate-Numakunai Morioka Highly convenient timetable with a maximum of 15 Shinkansen trains per hour In 1964, the maximum number of Shinkansen trains that were in service in one hour was two. Today, high frequency transport with a capacity of up to 15 trains has become possible through tireless efforts spanning more than half a century. Such efforts include the introduction of the latest technologies and improved employee competency. Shin-Shimonoseki Shin-Yamaguchi Joetsu Shinkansen Itoigawa JoetsuMyoko Asa Kokura Takeo-Onsen Shin-Tosu Ureshino-Onsen Kurume (provisional name) Shin-Omura Chikugo-Funagoya (provisional name) Shin-Omuta Isahaya Shin-Tamana Nagasaki Kumamoto Mihara Tokuyama ShinIwakuni Kyushu Shinkansen 2 ■ SHINKANSEN Fact book HigashiFukuyama Hiroshima Shin-Onomichi Aioi Okayama Himeji Shin-Kobe Nishi-Akashi Kyoto Gifu-Hashima Shin-Osaka Omiya Nagoya Ueno Mikawa-Anjo Shin-Fuji Odawara Shizuoka Atami Kakegawa Mishima Tokaido Shinkansen Japan’s Shinkansen Network Tokyo Shinagawa Shin-Yokohama Furukawa Yamagata Sendai Tohoku Shinkansen Shiroishizao Fukushima Koriyama Shin-Shirakawa Nasushiobara Sakudaira Takasaki Utsunomiya Karuizawa Nagano Shinkansen Honjowaseda Oyama Kumagaya Maibara Hamamatsu Shin-Minamata Kagoshima-Chuo Tsuruga Shin-Kurashiki Toyohashi Shin-Yatsushiro Sendai Hiroshima Ichinoseki Kurikoma-kogen Nagaoka Urasa Kanazawa Kurobe-Unazuki-Onsen Iiyama GALA Yuzawa Echigo-Yuzawa Nagano Fukui AnnakaJomo-Kogen Ueda haruna Sanyo Shinkansen Mizusawaesashi Shinjo Tsubamesanjo Shin-Takaoka Toyama Tokaido Shinkansen Operating Distance 552.6 km Maximum Operating Speed Shin-Hanamaki Kitakami Hokuriku Shinkansen Hakata Ninohe Akita Niigata Izumi Shin-Hakodate-Hokuto Kikonai Shinkansen’s World-leading Achievements fatalities and injuries Sapporo Tohoku, Joetsu, and Nagano Shinkansen 270 km/h *285 km/h from Spring 2015 Sanyo Shinkansen Operating Distance 622.3 km Maximum Operating Speed 300 km/h Tohoku, Joetsu, and Nagano Shinkansen Operating Distance Tohoku Shinkansen 713.7 km Joetsu Shinkansen 333.9 km Nagano Shinkansen 222.4 km Maximum Operating Speed 320 km/h (Tohoku Shinkansen) Kyushu Shinkansen Operating Distance 288.9 km Maximum Operating Speed 260 km/h SHINKANSEN Fact book ■ 3 A Closer Look | Tokaido Shinkansen A Closer Look | Tohoku, Joetsu, and Nagano Shinkansen Tohoku, Joetsu, and Nagano Shinkansen Maibara Kyoto Shin-Aomori Shichinohe-Towada Hachinohe Ninohe Akita Iwate-Numakunai Gifu-Hashima Morioka Nagoya Shin-Osaka The Tohoku, Joetsu, and Nagano Shinkansen are currently operated by JR East. The Tohoku Shinkansen Mikawa-Anjo Shin-Fuji Toyohashi Shinjo Shinagawa Shin-Yokohama Shizuoka Atami Kakegawa Mishima Hamamatsu Tokyo Odawara Ichinoseki Kurikoma-kogen Shiroishizao Nagano Ueda The Tokaido Shinkansen is the world’s first high-speed rail. It connects Tokyo to Shin-Osaka and commenced operation in 1964 right before the 1964 Olympic Games was held in Tokyo. The Tokaido Shinkansen links Japan’s three largest metropolitan areas (Tokyo, Nagoya, and Osaka) with high frequency service that provides 323 services daily (FY2012, does not include extra services). Carrying around 149 million passengers annually (FY2012), the Tokaido Shinkansen serves as one of the world’s main transportation corridors in volume. As the forerunning Shinkansen line in Japan, the Tokaido Shinkansen has transported around 5.6 billion people since the commencement of operation and has supported the dynamic growth of the Japanese economy. The Tokaido Shinkansen is currently operated by JR Central. With a maximum speed increase to 285 km/h planned for Spring 2015, the Tokaido Shinkansen continues to make advancements. Annakaharuna Shin-Shirakawa Nasushiobara Jomo-Kogen Sakudaira Takasaki Utsunomiya Karuizawa Honjowaseda Oyama Kumagaya Omiya maximum speed of 320 km/h. The Omiya-Morioka remaining sections in December 2010. The Tohoku Shinkansen travels through eastern Japan from south to north, starting from Tokyo and making its way up through Sendai, the central part of the Tohoku region, to Aomori. ApproxiThe Joetsu Shinkansen runs between Tokyo and Niigata, an area which has one of the heaviest snowfalls in the world (Niigata Prefec- the Shinkansen line was gradually extended and all remaining sections were opened in June 1991. Approximately 36 million passengers ride the Joetsu Shinkan- Koriyama Echigo-Yuzawa Shinkansen, ture). The Omiya-Niigata section was opened in November 1982. After this, Fukushima Urasa fastest mately 83 million people (FY2012) ride this Shinkansen annually. Sendai Nagaoka GALA Yuzawa Furukawa Yamagata Niigata Japan’s Mizusawaesashi section was opened in June 1982, followed by the Tsubamesanjo Tokaido Shinkansen Shin-Hanamaki Kitakami is travelling between Tokyo and Shin-Aomori at a sen annually (FY2012). Extensive measures against snow-related disasters, such as the installation of snow-melting equipment as well as roofs over all the tracks and platforms at stations in Niigata Prefecture, have been installed along this line. The Nagano Shinkansen is the Takasaki-Nagano section of the Hokuriku Shinkansen. It commenced operation in October 1997 ahead of the other sections of the Hokuriku Shinkansen and served as one of the main modes of transportation for people attending the Winter Olympic Games held in Nagano in February 1998. Approximately 10 million passengers ride the Nagano Shinkansen annually (FY2012). ■ Population Data Ueno 902 Tokyo 125 81 105 39 30 30 ■ Population Data 902 371 81 72 Shizuoka 0 100 Operating segment Tokyo–Shin-Osaka Inauguration October 1964 Operating distance 552.6 km Maximum operating speed 270 km/h *285 km/h from Spring 2015 Minimum travel time 2 h 25 min Trains/day 323 trains/day (excludes extra services) *Includes Tokaido-Sanyo interoperating trains Hamamatsu 200 ■ Basic Information Number of stations Kyoto Nagoya 300 km 400 Osaka 500 Population according to the January 1, 2014 Basic Resident Register Population in units of ten thousand Nagano Saitama 0 100 200 Niigata Sendai 300 200,000 Using commuter pass 50,000 Operating distance 713.7 km 333.9 km 222.4 km Maximum operating speed 320 km/h 240 km/h 260 km/h Minimum travel time 2 h 59 min 1 h 37 min 1 h 20 min Trains/day 177 trains/day 95 trains/day 56 trains/day (excludes extra services) (excludes extra services) (excludes extra services) Number of stations 23 12 11 *Some overlap *Some overlap *Some overlap 17 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 (FY) Tokyo–Nagano Inauguration 150,000 100,000 Tokyo–Niigata June 1982 (Omiya–Morioka: Tohoku) November 1982 (Omiya–Niigata: Joetsu) March 1985 (Ueno–Omiya: Tohoku and Joetsu) June 1991 (Tokyo–Ueno: Tohoku and Joetsu) October 1997 (Takasaki–Nagano: Nagano) December 2002 (Morioka–Hachinohe: Tohoku) December 2010 (Hachinohe–Shin-Aomori: Tohoku) Others Morioka 400 500 Aomori 600 700 Population according to the January 1, 2014 Basic Resident Register Population in units of ten thousand Tohoku Shinkansen Joetsu Shinkansen Nagano Shinkansen Operating segment Tokyo–Shin-Aomori ■ Passenger Ridership (Thousands of passengers) 4 ■ SHINKANSEN Fact book 142 Tokyo’s 23 wards 267 ■ Basic Information Tokyo’s 23 wards Yokohama km 225 ■ Passenger Ridership 100,000 Tohoku Shinkansen Using commuter pass Others Joetsu Shinkansen Using commuter pass Others Nagano Shinkansen Using commuter pass Others 80,000 60,000 40,000 20,000 (Thousand passengers) 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 (FY) SHINKANSEN Fact book ■ 5 200% 280% A Closer Look | Sanyo Shinkansen A Closer Look | Kyushu Shinkansen Hakata Shin-Shimonoseki Shin-Yamaguchi Hakata Asa Kokura Hiroshima Mihara Tokuyama ShinIwakuni Shin-Kurashiki Aioi HigashiFukuyama Hiroshima Shin-Onomichi Okayama (provisional name) Shin-Kobe Nishi-Akashi Shin-Osaka main artery in the Pacific belt zone, the central hub of manufacturing in Japan, with around 66 million passengers annually (FY2012). Furthermore, in conjunction with the opening of all sections of the Kyushu Shinkansen in March 2011, through service from the Sanyo Shinkansen now enables smooth transportation from Southern Kyushu all the way through the Chugoku region to Osaka. 155 Osaka km Kobe 0 70 119 147 Okayama Hiroshima Fukuoka 100 ■ Basic Information Operating segment Shin-Osaka–Hakata Inauguration March 1972 (Shin-Osaka–Okayama) March 1975 (Okayama–Hakata) Operating distance 622.3 km Maximum operating speed 300 km/h Minimum travel time 2 h 22 min Trains/day 271 trains/day (excludes extra services) *Includes Tokaido-Sanyo and Sanyo-Kyushu interoperating trains Number of stations 19 Chikugo-Funagoya Isahaya Shin-Omuta Shin-Tamana Nagasaki Kumamoto The Kyushu Shinkansen, which is operated by JR Kyushu, first commenced operation between Shin-Yatsushiro and Kagoshima-Chuo in March 2004. The remaining section to Hakata opened in March 2011. The Kyushu Shinkansen service has considerably shortened the time required to travel between the Kansai and Kyushu areas by decreasing the travel time between Shin-Osaka and Kagoshima-Chuo from about 5 hours to about 3 hours and 40 minutes. As a result, people have increasingly shifted away from air travel to rail travel between the Kansai and Kyushu areas. The Kyushu Shinkansen, which carries around 12 million passengers a year (FY2012), serves as a key mode of transportation in the Kyushu area. In addition, the 66 km Nishi-Kyusyu route connecting Takeo-Onsen and Nagasaki is under construction and planned to open in FY2022. This new route is expected to further increase traffic flows. Shin-Yatsushiro Shin-Minamata Izumi Sendai Kagoshima-Chuo *JRTT website 200 300 147 Population according to the January 1, 2014 Basic Resident Register Population in units of ten thousand km ■ Passenger Ridership 0 Operating segment Hakata–Kagoshima-Chuo Inauguration 50,000 Maximum operating speed 30,000 200 Population according to the January 1, 2014 Basic Resident Register Population in units of ten thousand 300 ■ Passenger Ridership Using commuter pass 15,000 Others 12,000 9,000 260 km/h 6,000 Minimum travel time 1 h 17 min 20,000 Trains/day 10,000 0 March 2004 (Shin-Yatsushiro–Kagoshima-Chuo) March 2011 (Hakata–Shin-Yatsushiro) Operating distance 288.9 km 40,000 Kagoshima 100 Others 60,000 61 44 Kumamoto Nagasaki Saga ■ Basic Information Using commuter pass 70,000 (Thousand passengers) 73 24 Fukuoka 125 trains/day (excludes extra services) *Includes Sanyo-Kyushu interoperating trains Number of stations 11 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 (FY) 6 ■ SHINKANSEN Fact book (provisional name) ■ Population Data ■ Population Data 267 Shin-Omura Kyushu Shinkansen Himeji Sanyo Shinkansen The Sanyo Shinkansen, which is currently operated by JR West, commenced operation between Shin-Osaka and Okayama in March 1972. The remaining section to Hakata was opened in March 1975. This line connects Osaka, the heart of West Japan, to various cities in West Japan including Fukuoka City, the economic center of Kyushu. Like the Tokaido Shinkansen, the Sanyo Shinkansen also serves as a Shin-Tosu Kurume Takeo-Onsen Ureshino-Onsen 3,000 (Thousand passengers) 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 (FY) SHINKANSEN Fact book ■ 7 A Closer Look | New Lines (Hokuriku and Hokkaido Shinkansen) Overseas Development | Taiwan High Speed Rail Taiwan High Speed Rail Hokuriku Shinkansen The Hokuriku Shinkansen line is a line which is prescribed in the Nationwide Shinkansen Railways Construction and Improvement Act to connect Tokyo and Osaka. Currently, the line operates between Tokyo and Nagano and a 228 km-section between Nagano and Kanazawa is scheduled to open in March 2015. The opening of this section will shorten travel time between Tokyo and Kanazawa from 3 hours and 47 minutes to 2 hours and 28 minutes at most and it is expected to bring many benefits to tourism and business in the Hokuriku area. Furthermore, construction of a 125 km-section between Kanazawa and Tsuruga is under way with the commencement of operation planned in 2025. The sections west and east of Joetsu-Myoko station will be operated by JR West and JR East, respectively. Shin-Takaoka Toyama Kanazawa Itoigawa JoetsuMyoko Kurobe-UnazukiOnsen Nagano Fukui Tsuruga Iiyama Nangang Taoyuan Taipei Banqiao Hsinchu The Taiwan High Speed Rail is the first “Shinkansen” to be deployed overseas under the Japanese principle of “Crash Avoidance.” The Taiwan High Speed Rail commenced operation in January 2007 and currently connects the 345 km-section between Taipei and Zuoying in 96 minutes. It extends from Taipei, the political and economic hub in the north of Taiwan, through the western corridor, where the population of the country is concentrated, to Zuoying in the south. The annual number of passengers is about 47 million and has been increasing every year since the commencement of the service. The extension from Taipei to Nangang is under way and will be completed in 2016. Miaoli Taichung Changhua Yunlin *JRTT website Chiayi *JRTT website ■ Population Data 39 42 Nagano Toyama 45 27 Kanazawa Fukui Tainan Zuoying km 0 100 200 300 400 Population according to the January 1, 2014 Basic Resident Register Population in units of ten thousand Kaohsiung Station already in service Station not yet in service Hokkaido Shinkansen Construction work is currently under way to build the Hokkaido Shinkansen line which will pass through the Hakodate-Otaru areas on its way to Sapporo. The 149 km-section between Shin-Aomori and Shin-Hakodate-Hokuto is expected to open in Spring 2016, followed by the opening of the 211 km-section between Shin-Hakodate Hokuto and Sapporo around 2035. Once the Hokkaido Shinkansen line is completed, it is planned to operate a through service between the Tohoku Shinkansen, which is expected to stimulate tourism and business in the Hokkaido, Tohoku, and Tokyo metropolitan areas as well as increasing the traffic of tourists. Shin-Otaru Kutchan Oshamambe Shin-Yakumo km Shin-Hakodate-Hokuto 193 27 13 Oku-Tsugaru-Imabetsu Aomori km Hakodate 0 100 Taipei Taichung 0 300 188 277 100 Tainan Kaohsiung 200 Shin-Aomori ■ Passenger Ridership 50,000 Inauguration January 2007 (Banqiao–Zuoying) March 2007 (Taipei–Banqiao) 40,000 Operating distance 345 km 30,000 Maximum operating speed 300 km/h Minimum travel time 1 h 36 min Number of stations Ninomiya Shoten, Data Book of the World 2014 (Vol. 26) Population in units of ten thousand 400 Taipei–Zuoying Trains/day 400 300 Operating segment Otaru Sapporo 200 Population according to the January 1, 2014 Basic Resident Register Population in units of ten thousand 8 ■ SHINKANSEN Fact book 268 ■ Basic Information Kikonai 30 265 Sapporo *JRTT website ■ Population Data ■ Population Data 20,000 196 trains/day 10,000 (excludes maximum and extra services) 8 (Thousand passengers) 0 2008 2009 2010 2011 2012 (FY) SHINKANSEN Fact book ■ 9 Crash Avoidance What is the Principle of “Crash Avoidance”? The key to the Japanese Shinkansen’s ongoing safety and reliability, which is among the best in the world, lies in the basic philosophy of the complete elimination of the possibility of collision. This is what we refer to as the principle of “Crash Avoidance.” The core elements of this principle are: 1 Dedicated track for high-speed passenger rail service 2 The Automatic Train Control (ATC) system This principle prioritizes safety with two major elements that are designed to completely eliminate the possibility of a collision: 1) dedicated tracks for high-speed passenger rail service with no level crossings; and 2) an ATC system that controls train speeds to ensure the prevention of collisions. This is an entirely different concept from that of the high-speed passenger rail service in Europe, where high-speed rail and conventional rail share the same tracks by making use of existing conventional rail tracks. Japan’s unique system has given rise to its impeccable safety and reliability, and its high frequency service. Adoption of Dedicated Track for High-Speed Passenger Rail Service The introduction of dedicated track for high-speed passenger rail service is one of the major reasons that the Shinkansen has proven itself to be impeccably safe with no passenger fatalities and injuries due to train accidents for over half a century. Whereas the high-speed rail system in Europe assumes the use of conventional rail tracks, no freight or conventional passenger trains operate on the Shinkansen’s tracks that are dedicated for high-speed passenger trains. Thus, there is no risk of collision with other trains. Furthermore, this dedicated track for high-speed passenger rail service has full grade separation. In other words, as there are no level crossings, the risk of collision with road vehicles is eliminated. In addition, since track maintenance is conducted during hours when the Shinkansen is not in service, the risk of collision between Shinkansen and maintenance vehicles is also eliminated. In Japan, it is prohibited by law to trespass and throw objects inside Shinkansen track areas. Nonetheless, appropriate intrusion prevention and detection measures are taken to prevent a collision with large objects that have entered track areas or fallen onto the tracks. Building tracks exclusively for high-speed passenger trains was the conclusion reached in the pursuit of the ultimate level of safety after taking into account an array of collision risks. Complete Train Protection through the ATC System The other element responsible for the Shinkansen’s safety is the ATC, a system equipped with functions that prevent derailments caused by excessive speed as well as collisions between high-speed passenger trains. All train operations, including at stations and rolling stock depots, are under full ATC control at all speeds. In Japan, thanks to the protection provided by the ATC system, there have been no collisions between trains and no derailments caused by excessive speed during the 50 years since the commencement of operation of the Shinkansen. This has allowed the Shinkansen to maintain safe and highly reliable high-speed passenger rail transport. Braking curve Traveling speed ③ Onboard ATC calculates braking curve Preceding train Ground ATC ② For identifying position of preceding train Ground ATC ① Detects position of preceding train Efficient Operation Advantages Achieved by the Principle of “Crash Avoidance” The principle of “Crash Avoidance” is not only essential to ensure while other high-speed trains have two by two seating, the the safety of high-speed passenger rail service, but it also contributes significantly to efficient operations. For example, highly frequent and efficient transport can be realized, utilizing high-speed trains with equivalent traction and braking performance because there are no other slower freight or commuter trains on dedicated high-speed passenger rail tracks. Therefore, the frequency of train operation can be increased according to the increase in the number of passengers. In the case of the Tokaido Shinkansen, whereas trains operated at 30-minute intervals in 1964 when operation commenced, they now travel at 4-minute intervals. The number of trains in service has increased from 60 trains a day to 323 trains a day. Because the Shinkansen system based on the principle of “Crash Avoidance” is not constrained by existing regulations and/or facilities of conventional rails, rolling stock can have wider car bodies thereby enabling larger seating capacity. For example, Shinkansen cars have larger cross sections, allowing for three by two seating (some have three by three seating). This is a significant advantage compared to the car body widths of European high-speed rolling stock that are restricted by the rolling stock gauge of conventional rails. Moreover, as the possibility of collision with conventional trains, freight trains, and road vehicles does not need to be taken into account due to dedicated track for high-speed rail passenger service, crashworthiness features which are common in European high-speed rail systems do not need to be incorporated into the rolling stock system. This has allowed Shinkansen rolling stock to be lighter, which decreases energy consumption and reduces track maintenance needs. As a result of the improvements and enhancements which have continued over the last 50 years, the Shinkansen’s safety, reliability, high frequency service, and large transport capacity have earned worldwide reputation. 3,360 mm 2,904 mm Cross-section of high-speed passenger rolling stock based on the principle of “Crash Avoidance” (Large seating capacity; Eg.: Tokaido Shinkansen N700A) Cross-section of European high-speed rolling stock (Small seating capacity; Eg.: TGV-POS) 1,435 mm 10 ■ SHINKANSEN Fact book ④ ● If the speed exceeds the braking curve, the brake is applied automatically 1,435 mm SHINKANSEN Fact book ■ 11 The Convenience of the Shinkansen: Comparison with Airlines Ensuring Safe and Reliable Operations/Control Center Convenience Improved with the Needs of the Times Control Center: The Brain of the Shinkansen Since its inauguration in 1964, the Shinkansen has been evolving, and its characteristics of “high speed” and “high frequency” have been enhanced to increase the Shinkansen’s competitiveness with airlines. Today, half a century later, the Shinkansen has many advantages over airlines, including frequency, smooth access to destinations, and travel time. This has contributed to the high market share of the Shinkansen. The control center is the “brain” of the Shinkansen and enables safe and reliable operation demonstrated by the average delay time of less than one minute per train. The smooth operation of the Shinkansen rests on the timely processing and control of vast amounts of information, which is collected at the control center. Specialists Teamed up to Ensure Safe and Reliable Operations Comparison of Shinkansen and Air Travel Shin-Aomori Aomori Airport Akita ⑦ Morioka ④ Shinjo Niigata Sendai Niigata Airport The control centers of the Shinkansen, which enable safe and reliable schedules and connection changes, among other information, and is operation with various kinds of sub-systems, constantly gather vast also in charge of coordinating rolling stock deployment. The track and amounts of data, such as information on the operational status of trains structure maintenance controller keeps an eye on the tracks and and the usage status of equipment. At the control centers, various controls track maintenance. The power controller monitors the supply controllers have different duties. The train operation controller has the of electric power for train operations. And, last but not least, the signal role of checking the operational status of trains in real time, including and telecommunications controller monitors the operation status of the routes and locations of trains. S/he gives appropriate instructions to signal and communication systems. train crew and station staff members. The passenger service controller These controllers which have been introduced above in provides all kinds of information concerning passenger transport in a accordance with their respective functions control the entire speedy manner to train stations, conductors, etc. The crew and car Shinkansen system and ensure safe and reliable Shinkansen utilization controller gives instructions to crew regarding work transport. Sendai Airport Nagano Hiroshima Hiroshima Airport Hakata Fukuoka Airport ⑧ Itami Airport ⑥ Kobe Airport Kansai International Airport Nagoya Airport Nagoya ⑤ Areas covered by each control center ② Takasaki Omiya ③ Shin-Osaka Fukushima ① Tokyo Narita Airport Shin-Aomori Haneda Airport ⑨ Shinkansen General Control Center (Tokaido Shinkansen, Sanyo Shinkansen) Kagoshima-Chuo Morioka Niigata Sendai Shinkansen Distance Travel time ① ① ② Tokyo–Sendai 352 km ③ Tokyo–Nagoya 366 km Shinkansen 1:37 1:31 1:35 Airlines − − − ② ③ Tokyo–Niigata 334 km Tokyo–Sendai 352 km Tokyo–Nagoya 366 km 100% 0 Shin-Osaka 250 500 750 1000 250 500 750 1000 500 750 1000 500 750 1000 750 1000 750 1000 100% 0 Kagoshima-Chuo 100% 0 250 Travel time ④ Tokyo–Morioka 535 km ⑤ Tokyo–Osaka 553 km ⑥ Osaka–Fukuoka 622 km Shinkansen 2:11 2:25 2:22 Airlines − Approx. 2:40 Approx. 2:20 Arrivals & Shinkansen departures Airlines per day − 250 59 − 108 21 ④ Tokyo–Morioka 535 km Tokyo–Osaka ⑤ 553 km ⑥ Osaka–Fukuoka 622 km Travel time Shinkansen Airlines Arrivals & Shinkansen departures Airlines per day ⑦ Tokyo–Aomori 714 km 2:59 Tokyo Shinkansen Transport Department (Tohoku Shinkansen, Joetsu Shinkansen, Nagano Shinkansen) 100% 0 250 85% 0 250 15% 500 84% 0 250 Establishment of the Second General Control Center —Crisis Management Systems in Preparation for Large-Scale Disasters 16% 500 Based on the lessons learned from the Great Hanshin-Awaji Earthquake, JR Central and JR West established the Shinkansen Second General Control Center in February 1999 to enhance the ability ■ Beyond a 700 km-area Distance Nagoya Hakata General Control Center (Kyushu Shinkansen) ■ Within a 500 km-area Distance Fukushima Nagano Hakata ■ Within a 300 km-area Tokyo–Niigata 334 km Air travel Tokyo–Hiroshima ⑧ 894 km 3:47 ⑨ Osaka–Kagoshima 911 km 3:42 Approx. 2:50 Approx. 3:10 Approx. 3:10 17 99 22.5 6 34 18 ⑦ ⑧ ⑨ Tokyo–Aomori 714 km 78% 0 250 Tokyo–Hiroshima 894 km 0 250 Osaka–Kagoshima 911 km 500 The Second General Control Center’s role is to serve as an 750 66% 1000 34% 500 28% 0 of the Shinkansen system to respond to disasters. 22% 750 1000 750 1000 72% 250 500 alternative control center for the Shinkansen General Control Center in the event that it is damaged by a major earthquake or other disasters. As such damages would impair the Control Center’s functions and have a massive impact on train operations, the Second General Control Center will ensure that trains remain in operation until the main control center is restored. The equipment at the Second General Control Center is always 1. Source: ①, ②, ④, and ⑦ from JR East, “East Japan Railway Company FACT SHEETS 2014”; ③, ⑤, and ⑧ from JR Tokai, “Central Japan Railway Company FACT SHEETS 2014”; and ⑥ and ⑨ from JR West, “West Japan Railway Company Fact Sheets 2014.” 2. Air travel time includes the travel time between city centers and airports. 12 ■ SHINKANSEN Fact book on and standing by. When not in use to handle an emergency, this control center is used for the education and training of controllers and maintenance personnel, and for system upgrade testings. SHINKANSEN Fact book ■ 13 Ensuring Safe and Reliable Operations/ Natural Disaster Countermeasures Shin-Ta Disaster-Proof Shinkansen to Offer the Very Ultimate in Safety Seismic Reinforcement of Train Station Buildings Although the Shinkansen utilizes the most advanced technologies, it is still susceptible to Mother Nature and needs to monitor changes in it constantly. Our efforts to develop a Shinkansen system that can withstand both natural disasters and abnormal weather conditions are never-ending. Seimic reinforcement work has been underway at station buildings and in some tunnels. The Great East Japan Earthquake caused some ceilings in train station buildings to fall, but there were no fatal accidents involving customers at train stations. Protecting the Shinkansen from Earthquake Disasters A host of systems to cope with earthquakes have been developed over many years since the Shinkansen commenced operation. In prepara- tion for the threat of a major earthquake that could happen at any time, we continue to implement measures to improve seismic resistance. Fukui Tsuruga Preventing Derailment and Rolling Stock Deviation during Earthquakes The Shinkansen ensures passenger safety through measures that prevent derailment during an earthquake. And, deviation prevention measures have been implemented to prevent train Mitigate Seismic Disasters—Early Earthquake Detection System Kanaza cars from deviating off the track and colliding with incoming trains or structures in the event that a train does derail. The Japanese archipelago is an earthquake-prone region. Twenty-seven By installing seismometers along the rail lines, coast lines, inland areas, trains were operated on the Tohoku Shinkansen at the time of the Great and other locations and detecting the preliminary waves (P-wave) of an [ Derailment Prevention ] [ Deviation Prevention ] East Japan Earthquake (Magnitude of 9.0) on March 11, 2011. earthquake that arrive earlier than the secondary waves (S-wave), an Fortunately, a potential catastrophe was avoided and no passengers alert can be issued early thereby allowing time for trains to be slowed “Derailment prevention guards” are installed sequentially to prevent There are two main types of deviation prevention were injured during this earthquake. This was thanks to our early down by the time that the S-wave arrives at the tracks. derailment of trains when an earthquake occurs. The guards are installed measures. One is the placement of deviation parallel to the inner side of the rails to prevent derailment during an prevention guards on the tracks. When the earthquake as much as possible. If the tracks move laterally due to an rolling stock derails due to an earthquake, the earthquake, the wheels on one side of the train will collide with the rails wheels make contact with the guards. This forcing the wheels on the other side to bounce up from the shock of the prevents major deviations and reduces damage. earthquake detection system that instantly detects tremors and shuts off In addition to such systems, emergency earthquake warnings the supply of electricity to the trains, which in turn causes the emergency sent out by the Japan Meteorological Agency and other earthquake brakes to activate automatically and bring all trains to a stop. information is used to bring trains to a halt as quickly as possible when The Shinkansen system employs an earthquake rapid alarm system. an earthquake occurs. Location of Detection Points and Location of Seismometers Alongside Railway Lines Train Control System During an Earthquake Communication line (Eg. : Tokaido Shinkansen) Substation Detection point impact. The train derails when the tracks then move in the opposite The other is measures for rolling direction under such conditions. Since the wheels opposite the wheels stock bogies. The Tohoku, Joetsu, and that have bounced up are still riding on the rail, the derailment prevention Nagano Shinkansen have had backwards guards can significant- L-shaped “rolling stock guides” installed ly decrease the risk of on bogies. If the rolling stock derails, the derailment by stopping guides prevent the lateral movement of the these wheels from mo- wheels beyond a certain point. The ving any further in the Tokaido, Sanyo and Kyushu Shinkansen lateral direction. have had “deviation prevention stoppers” installed on the central area of bogies. P-wave S-wave Preparations for Other Natural Disasters Epicenter P-wave S-wave Detection point (21 locations) Seismometer alongside railway lines (50 locations) Fighting Large-Scale Earthquakes—Reinforcement of Structures The anti-quake reinforcement of Shinkansen structures has been underway carried out. Furthermore, there was no falling or collapse of elevated tracks. since the Great Hanshin-Awaji Earthquake with a focus on elevated track We will take all possible precautions, including strengthening of columns prone to failure by shearing. To date, about 17,600 columns on the the columns of elevated bridge columns prone to bending, to further Tokaido Shinkansen have been reinforced. A damper brace construction strengthen structures that may incur damage due to strong seismic method that controls the amplification of the tremors on elevated tracks by movement in preparation for the Tokai, Tonankai, and Nankai installing X-shape bracings and strengthening the columns has also been earthquakes that are predicted to occur. employed. On the Sanyo Shinkansen, similar measures to strengthen elevated track columns prone to failure by shear, measures to prevent bridge collapse and tunnel reinforcement work have been completed. [ Wind and Rain Countermeasures ] [ Snow Countermeasures ] [ Restoring Train Service ] When it is raining, the control center constantly monitors data obtained from rain gauges installed along the lines. Speed restrictions are enforced if the rain level exceeds a predetermined threshold. Anemometers are installed in locations where wind is concentrated and sections where windblasts are anticipated to occur, such as mountain ravines and bridges. If wind speeds exceed a certain level an alarm instantly notifies the control center of the Shinkansen and stations, then operation restrictions, including operation suspensions, are enforced. Sprayed concrete is applied to cut sections to prevent the collapse of slopes during heavy rainfall and further increase the Shinkansen’s ability to withstand disasters. The 70 km-section around Sekigahara on the border between Gifu and Shiga Prefectures and Niigata Prefecture are both areas which have heavy snowfall thereby making the Shinkansen operation challenging. Speed restrictions are imposed in snow-covered sections and the surrounding areas. Sprinklers are installed to wet snow in order to prevent it from getting kicked up by the trains. Visibility during blizzards is monitored using video cameras mounted above the ground so conditions can be checked in real time. Snow is removed using Russell snowplows, vehicles mounted with rotating brushes, snow blowers, and through manual labor at night. The average delay time of less than one minute per train is realized by the measures that are taken to minimize the impact of natural disasters on train operations. Routine training is provided on predetermined codes of conduct, such as reporting conditions from the field, unifying communication channels and assembling in the field, and communicating problems quickly in order to quickly restore train service in the event of a disaster or other abnormal situations. In the event that operation restrictions are imposed, train operation will resume after promptly confirming the safety of the area where restrictions are applied. Accelerated by the Sanriku-Minami Earthquake in 2003 and the Niigata-Chuetsu Earthquake in 2004, the seismic reinforcement work on the Tohoku, Joetsu, and Nagano Shinkansen was completed in 2007 with the reinforcement of 18,500 elevated track columns prone to failure by shear. As a result of these enhancements, while the Great East Japan Earthquake did result in the damage of some columns of elevated structures, there was no shear failure where seismic strengthening work had been 14 ■ SHINKANSEN Fact book SHINKANSEN Fact book ■ 15 ka Toyama International High-Speed Rail Association (IHRA) Ensuring Safe and Reliable Operations/ Itoigawa JoetsuHuman Resources Development Myoko Kurobe-UnazukiOnsen Iiyama Trust Fostered by Skilled Professionals Nagano The skills of our team of Shinkansen professionals are indispensable for enhancing the Shinkansen’s safety and technological capabilities and they are invaluable assets for our companies. We consider personnel training to be critical for the safe and stable operation of the Shinkansen on a daily basis. Training Center, a Practical and Effective Learning Space In order to raise the safety awareness of employees and enhance their knowhow and give them the skills necessary for operation, Shinkansen operators offer education and training opportunities to employees with various learning systems. The programs include on-the-job training (OJT) at each workplace, group training for acquiring basic and specialized knowhow and skills, and voluntary learning systems. The Training Center plays a central role in group training. The Center houses training facilities that are used to simulate actual scenarios and equipped with training equipment, training tracks, ticketing machines and automatic ticket gates and has the capacity to offer practical and effective education and training. Employees with common objectives come together to acquire the discipline required of railway professionals as well as the specialized knowhow and skills that are demanded of them in the field. Personnel are fostered in a structured manner through the implementation of group training tailored to their abilities and level. Global warming and energy issues have become a pressing issue in recent years. Interest in high-speed rail has surged around the world due to its environmental superiority, and many high-speed railway projects are in the planning stages. Amidst these shifting global conditions and spurred by the 50th anniversary of the Shinkansen the International High-Speed Rail Association (IHRA) was founded in April 2014 to advance efforts to establish Japan’s high-speed railway system, which is based on the principle of “Crash Avoidance,” as the international standard for high-speed rail. IHRA’s activities are designed to help countries that are considering safe high-speed rail projects to understand the principle of “Crash Avoidance,” in particular, how a high-speed rail system based on “Crash Avoidance” differs from European high-speed rail systems, and what the advantages of such system could be, including safety. We share valuable information and knowhow gained from our various experiences with countries that aspire to develop a safe high-speed rail system. IHRA aims to contribute to the development of high-speed rail around the world while applying our expertise to the actual circumstances faced by each county and region. List of Regular Members (As of June 20, 2014; In no particular order) Building Safety Awareness through Practice and Experience To ensure safe and reliable operation of the Shinkansen, we implement Furthermore, competitions implemented at the workplace level safety education, training, and hold competitions in each technical area and company level offer employees excellent opportunities to cultivate to enhance the skills of employees and others engaged in the their practical skills in actual work settings, including emergency Shinkansen’s operation and equipment maintenance. recovery work, and increase employee motivation. Employee education and training is offered at the workplace in We are working day and night to further enrich our education the form of OJT and training through the performance of daily and training programs to heighten the safety and technological operations thereby helping employees to refine their knowhow and capabilities of the Shinkansen. skillsets. Notably, drivers and conductors engaged in train operation are subject to routine training using Simulators for Drivers and Simulators for Conductors that closely replicate actual cars. IHRA Officers Masafumi Shukuri Chairman Torkel Patterson Vice Chairman Takao Nishiyama Director Shun-ichi Kosuge Director Graduate School of Public Policy, Tokyo University, Visiting Professor Central Japan Railway Company, Senior Advisor East Japan Railway Company, Executive Director in charge of overseas affairs Central Japan Railway Company, Executive Director and Corporate Officer Norihiko Yoshie Director Toshihiko Aoyagi Director Wen-Liang Liu West Japan Railway Company, Director and Executive Officer Kyushu Railway Company, President Shinji Hikasa Auditor Mitsubishi Corporation, Director Director Taiwan High Speed Rail Corporation, Assistant Vice President Kazuhiko Tsujimoto Auditor Sumitomo Corporation, Director In addition, we strive to improve the ability of employees to respond quickly as well as skills to restore service. For example, we use actual rolling stock to train employees on how to restore service following a train derailment. We also provide comprehensive accident recovery training, which includes training on the repair of train tracks, contact wires, and signals. Advisory Board Senior Advisory Board Members John Thomas Schieffer Tsutomu Morimura Chairman of the Board Vinay Kumar Singh Former Ambassador to the U.S. in Japan Central Japan Railway Company, Senior Advisor High Speed Rail Corporation of India, CEO Chich-Chiang Fan N.K. Singh Anson Jack Kevin Taylor Taiwan High Speed Rail Corporation, Chairman Member of Parliament in India RSSB, Executive Director, Commercial and Strategy RISSB, Australia, CEO David Howell Tetsuro Tomita Kung-Yeun Jeng Norihiko Yoshie Member of the House of Lords in UK East Japan Railway Company, President Taiwan High Speed Rail Corporation, CEO West Japan Railway Company, Director / Executive Officer Yoshiyuki Kasai Chairman of the Board Central Japan Railway Company, Chairman Emeritus Susumu Ishihara Kyushu Railway Company, Senior Advisor 16 ■ SHINKANSEN Fact book Technical Advisory Board Members Observer Larry Kelterborn Interfleet Technology, Senior Advisor Observers Bryan Nye Syed Hamid Albar Osamu Kobayashi Azmi Abdul Aziz ARA, Australia, CEO SPAD, Malaysia, Chairman Kyushu Railway Company, Director SPAD, Malaysia, Chief Development Officer Takayuki Sasaki Takao Nishiyama West Japan Railway Company, Chairman East Japan Railway Company, Executive Director in charge of overseas affairs Chua Chong-Kheng LTA, Singapore, Deputy Chief Executive SHINKANSEN Fact book ■ 17
