factbook en 1018

Shin-Kobe

HimejiMihara

Shin-Onomichi

Hiroshima

Higashi-Hiroshima

Fukuyama

Shin-Kurashiki

OkayamaTokuyama

Shin-ShimonosekiShin-Yamaguchi

Asa

Shin-Iwakuni

Nishi-Akashi

KokuraAioiHakata

Shin-Osaka

Isahaya

Nagasaki

Takeo-OnsenUreshino-Onsen(provisional name)Shin-Omura

(provisional name)

Kumamoto

Shin-Yatsushiro

Shin-Minamata

Kagoshima-Chuo

Kurume

Chikugo-Funagoya

Shin-OmutaShin-Tamana

Sendai

Shin-Tosu

Izumi

Hakata

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano

Kurobe-Unazuki-Onsen

Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai

Oku-Tsugaru-Imabetsu

Shin-Hakodate-Hokuto

Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori

October 22, 2014

Fact bookSHINKANSEN

Shin-Kobe

HimejiMihara

Shin-Onomichi

Hiroshima

Higashi-Hiroshima

Fukuyama

Shin-Kurashiki

OkayamaTokuyama


Asa

Shin-Iwakuni

Nishi-Akashi

KokuraAioiHakata

Shin-Osaka

Isahaya

Nagasaki


(provisional name)

Kumamoto

Shin-Yatsushiro

Shin-Minamata

Kagoshima-Chuo

Kurume

Chikugo-Funagoya


Sendai

Shin-Tosu

Izumi

Hakata

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-AomoriSHINKANSEN Fact book1

The ShinkansenHigh-Speed RailAccelerating into the Future

The Shinkansen, Japans Excellent High-Speed Rail System The Tokaido Shinkansen, the worlds rst high-speed rail, was inaugurated

in 1964. Since then, Japans 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 transporta-

tion unparalleled anywhere in the world. While combining safety, reliability

and efciency, 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 worlds 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 signicant vitalization of the

economy on both regional and national levels. Without the Shinkansen,

Japans economic growth would have never been realized.

The Principle of Crash Avoidance Brings Tremendous BenefitsThe 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

benets. 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 Shinkansens environmental

footprint. Furthermore, as high-speed rails are not bound by the standards

of existing conventional rails, 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

traction and braking performance do not run on the same tracks,

timetables can be made more efcient, thereby enabling highly frequent

transportation service. In fact, the reason why the Shinkansen can provide

safe, reliable, highly frequent transportation service with such high capac-

ity 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

economic regions.

We hope that the Japanese high-speed rail system, which achieves

both high levels of safety and efciency, will become the international

standard and contribute to the development of high-speed rail systems

globally.

Kumamoto

Shin-Yatsushiro

Shin-Minamata

Kagoshima-Chuo

KurumeChikugo-FunagoyaShin-OmutaShin-Tamana

Sendai

Shin-Tosu

Izumi

Hakata

Shin-Kobe

HimejiMihara

Shin-Onomichi

Hiroshima

Higashi-Hiroshima

Fukuyama

Shin-Kurashiki

OkayamaTokuyama


Asa

Shin-Iwakuni

Nishi-Akashi

KokuraAioi

NagoyaShin-Osaka

Odawara

AtamiMishima

Shizuoka

Toyohashi

Mikawa-Anjo

Kyoto

Shin-Fuji

Gifu-Hashima

Shin-YokohamaShinagawa

KakegawaHamamatsu

Maibara

NaganoUeda

SakudairaKaruizawa

Annaka-haruna

Echigo-Yuzawa

Jomo-Kogen

Urasa

Niigata

Nagaoka

Tsubamesanjo

Omiya

GALA Yuzawa

TakasakiHonjowaseda

Kumagaya

Hachinohe

Sendai

Oyama

Ueno

NasushiobaraShin-Shirakawa

Shiroishizao

Shin-AomoriShichinohe-Towada

Ninohe

Morioka

Iwate-Numakunai

Shin-HanamakiKitakamiMizusawaesashi

Kurikoma-kogen

Koriyama

Fukushima

Tokyo

Utsunomiya

Ichinoseki

FurukawaYamagata

Shinjo

Akita

IsahayaNagasaki

Takeo-OnsenUreshino-Onsen

(provisional name)

Shin-Omura(provisional name)

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Nagoya

Odawara

AtamiMishima

Shizuoka

Toyohashi

Mikawa-Anjo

Kyoto

Shin-Fuji

Gifu-Hashima


KakegawaHamamatsu

Shin-OsakaTokyo

Maibara

Isahaya

Nagasaki


(provisional name)

Kumamoto

Shin-Yatsushiro

Shin-Minamata

Kagoshima-Chuo

Kurume

Chikugo-Funagoya


Sendai

Shin-Tosu

Izumi

Hakata

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori2SHINKANSEN Fact book SHINKANSEN Fact book3

Joetsu Shinkansen

Tohoku Shinkansen

Nagano Shinkansen

Sanyo Shinkansen

Kyushu ShinkansenTokaido Shinkansen

Hokuriku Shinkansen

Hokkaido Shinkansen

Japans Shinkansen Network

Tohoku, Joetsu, and Nagano Shinkansen Tohoku Shinkansen713.7 km

Joetsu Shinkansen

333.9 kmNagano Shinkansen

222.4 km

Operating Distance

288.9 km

Tohoku, Joetsu, and Nagano Shinkansen

Maximum Operating Speed

Operating Distance

320km/h (Tohoku Shinkansen)Kyushu Shinkansen


260km/h

Tokaido Shinkansen


Operating Distance

270 km/h552.6 km

Sanyo Shinkansen


300km/h

Operating Distance

622.3 km

*285 km/h from Spring 2015

Shinkansen at a Glance

Since the commencement of operation of the Tokaido Shinkansen in 1964,

Japans Shinkansen network has steadily expanded with the growth of the

Japanese economy to link its major cities and become the main artery of

Japan.

As of 2014, a total of six Shinkansen lines are in service in Japan. The

network stretches from the Tohoku Shinkansen in the North to the Kyushu

Shinkansen in the South. The total distance covered by the network is

approximately 2,400 km. In Spring 2015, the Hokuriku Shinkansen will be

extended to Kanazawa and in Spring 2016, the Hokkaido Shinkansen will

begin service, making the total distance covered by the Shinkansen network

2,800 km. With plans in the works to commence operation of the Kyushu

Shinkansen (Nishi-Kyusyu route), extend the Hokuriku Shinkansen to

Tsuruga, and extend the Hokkaido Shinkansen to Sapporo, the Shinkansen

network continues to expand as the main artery of the Japanese economy.

The Shinkansen High-Speed Railway Network~The main artery of the Japanese economy~

Impeccable safety record unparalleled anywhere in the world with zero passenger fatalities and injuriesThe 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.

First-rate punctuality with an average delay of less than 1 minute per trainThe 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

Shinkansens reliability.

Highly convenient timetable with a maximum of 15 Shinkansen trains per hourIn 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.

0 fatalities and injuries1minuteUnder

15 trains per hour

Shinkansens World-leading Achievements

Nagoya

Odawara

AtamiMishima

Shizuoka

Toyohashi

Mikawa-Anjo

Kyoto

Shin-Fuji

Gifu-Hashima


KakegawaHamamatsu

Shin-OsakaTokyo

Maibara

NaganoUeda

SakudairaKaruizawa

Annaka-haruna

Echigo-Yuzawa

Jomo-Kogen

Honjowaseda

Urasa

Niigata

Nagaoka

Tsubamesanjo

Omiya

Kumagaya

GALA Yuzawa

Takasaki

Tokyo

Hachinohe

Sendai

Oyama

Ueno

NasushiobaraShin-Shirakawa

Shiroishizao

Shin-AomoriShichinohe-Towada

Ninohe

Morioka

Iwate-Numakunai

Shin-HanamakiKitakamiMizusawaesashi

Kurikoma-kogen

Koriyama

Fukushima

Utsunomiya

Ichinoseki

FurukawaYamagata

Shinjo

Akita

4SHINKANSEN Fact book SHINKANSEN Fact book5

KyotoKyoto

142NaganoNagano

A Closer Look | Tokaido Shinkansen A Closer Look | Tohoku, Joetsu, and Nagano Shinkansen

Tokaido Shinkansen

Tohoku, Joetsu, and Nagano Shinkansen

The Tokaido Shinkansen is the worlds rst 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 Japans 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 worlds 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 advance-

ments.

Basic Information

Operating segment

Inauguration

Operating distance

Minimum travel time

Trains/day

Number of stations

Maximum operating speed

TokyoShin-Osaka

October 1964

552.6 km

270 km/h

2 h 25 min

323 trains/day (excludes extra services)

17

*Includes Tokaido-Sanyo interoperating trains

*285 km/h from Spring 2015

Population Data902

37172 81

225 142 267

Tokyos 23 wards Yokohama NagoyaHamamatsuHamamatsuShizuokaShizuoka KyotoKyoto Osaka

0 100 200 300 400 500km

Passenger Ridership

0

50,000

100,000

150,000

200,000

2012201120102009200820072006200520042003

(Thousands ofpassengers)

(FY)

Using commuter pass Others

Population according to the January 1, 2014 Basic Resident RegisterPopulation in units of ten thousand

The Tohoku, Joetsu, and Nagano Shinkansen

are currently operated by JR East. The Tohoku

Shinkansen is Japans fastest Shinkansen,

travelling between Tokyo and Shin-Aomori at a

maximum speed of 320 km/h. The Omiya-Morioka

section was opened in June 1982, followed by the

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. Approxi-

mately 83 million people (FY2012) ride this Shinkansen annually.

The Joetsu Shinkansen runs between Tokyo and Niigata, an

area which has one of the heaviest snowfalls in the world (Niigata Prefec-

ture). The Omiya-Niigata section was opened in November 1982. After this,

the Shinkansen line was gradually extended and all remaining sections were

opened in June 1991. Approximately 36 million passengers ride the Joetsu Shinkan-

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 Shinkan-

sen 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).

Tohoku Shinkansen

Basic Information

Operating segment

Operating distance

Minimum travel time

Trains/day

Number of stations

June 1982 (OmiyaMorioka: Tohoku)November 1982 (OmiyaNiigata: Joetsu)March 1985 (UenoOmiya: Tohoku and Joetsu)June 1991 (TokyoUeno: Tohoku and Joetsu)October 1997 (TakasakiNagano: Nagano)December 2002 (MoriokaHachinohe: Tohoku)December 2010 (HachinoheShin-Aomori: Tohoku)

*Some overlap

(excludes extra services)

713.7 km

320 km/h

2 h 59 min

177 trains/day

23

TokyoShin-Aomori

*Some overlap


333.9 km

240 km/h

1 h 37 min

95 trains/day

12

TokyoNiigata

Joetsu Shinkansen

*Some overlap


222.4 km

260 km/h

1 h 20 min

56 trains/day

11

TokyoNagano

Nagano Shinkansen

0

20,000

40,000

60,000

80,000

100,000

2012201120102009200820072006200520042003

(Thousandpassengers)

(FY)

Passenger Ridership

Population Data

Tokyos 23 wards Saitama MoriokaMoriokaSendaiSendaiNaganoNagano AomoriAomoriNiigataNiigata

0 100 200 300 400 500 700600km

Using commuter pass OthersTohoku Shinkansen

Using commuter pass OthersJoetsu Shinkansen

Using commuter pass OthersNagano Shinkansen

Inauguration


902

125 3010539 3081


Shin-Kobe

HimejiMihara

Shin-Onomichi

Hiroshima

Higashi-Hiroshima

Fukuyama

Shin-Kurashiki

OkayamaTokuyama


Asa

Shin-Iwakuni

Nishi-Akashi

KokuraAioiHakata

Shin-Osaka

200% 280%

Isahaya

Nagasaki


(provisional name)

Kumamoto

Shin-Yatsushiro

Shin-Minamata

Kagoshima-Chuo

Kurume

Chikugo-Funagoya


Sendai

Shin-Tosu

Izumi

Hakata

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori


Okayama

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

main artery in the Pacic 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.

Sanyo Shinkansen

A Closer Look | Sanyo Shinkansen A Closer Look | Kyushu Shinkansen

Kyushu Shinkansen

Basic Information Passenger Ridership

Operating segment

Operating distance

Minimum travel time

Trains/day

Number of stations


Inauguration

Shin-OsakaHakata

622.3 km

300 km/h

2 h 22 min


19

March 1972 (Shin-OsakaOkayama)

March 1975 (OkayamaHakata)

*Includes Tokaido-Sanyo and Sanyo-Kyushu interoperating trains

0

10,000

20,000

30,000

40,000

50,000

60,000

70,000

2012201120102009200820072006200520042003


(FY)

Osaka Kobe Okayama Hiroshima Fukuoka

0 100 200 300km

Population Data


267 155 70 119 147


The Kyushu Shinkansen, which is operated by JR Kyushu,

rst 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 connect-

ing Takeo-Onsen and Nagasaki is under construction and

planned to open in FY2022. This new route is expected to

further increase trafc ows.

Basic Information Passenger Ridership

0

3,000

6,000

9,000

12,000

15,000

2012201120102009200820072006200520042003


(FY)

Operating segment

Operating distance

Minimum travel time

Trains/day

Number of stations


Inauguration

HakataKagoshima-Chuo

288.9 km

260 km/h

1 h 17 min


11

March 2004 (Shin-YatsushiroKagoshima-Chuo)

March 2011 (HakataShin-Yatsushiro)

*Includes Sanyo-Kyushu interoperating trains

Population Data

Fukuoka Kumamoto Kagoshima

0 100 200 300km


147 7324 44 61


Saga Nagasaki

*JRTT website

Shin-Kobe

HimejiMihara

Shin-Onomichi

Hiroshima

Higashi-Hiroshima

Fukuyama

Shin-Kurashiki

OkayamaTokuyama


Asa

Shin-Iwakuni

Nishi-Akashi

KokuraAioiHakata

Shin-Osaka

Isahaya

Nagasaki


(provisional name)

Kumamoto

Shin-Yatsushiro

Shin-Minamata

Kagoshima-Chuo

Kurume

Chikugo-Funagoya


Sendai

Shin-Tosu

Izumi

Hakata

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori


Taipei Tainan

188265

Zuoying

Tainan

Chiayi

Taichung

Hsinchu

Taoyuan

Banqiao

Taipei

Kaohsiung

Yunlin

Changhua

Miaoli

Nangang

Station already in service

Station not yet in service

A Closer Look | New Lines (Hokuriku and Hokkaido Shinkansen) Overseas Development | Taiwan High Speed Rail

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 benets 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.

Hokuriku ShinkansenThe Taiwan High Speed Rail is the rst 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.

Taiwan High Speed Rail

Construction work is currently under way to build the Hokkaido Shink-

ansen 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 trafc of tourists.

Hokkaido Shinkansen

Population Data

Nagano ToyamaToyama Kanazawa Fukui

0 100 200 400300km

Population Data

30

Aomori

27

Hakodate

13

OtaruOtaru

193

Sapporo

0 100 200 400300km

Basic Information

Population Data

Passenger Ridership

0

10,000

20,000

30,000

40,000

50,000

20122011201020092008


(FY)

Taipei Taichung Tainan Kaohsiung

Operating segment

Operating distance

Minimum travel time

Trains/day

Number of stations


Inauguration

TaipeiZuoying

345 km

300 km/h

1 h 36 min

196 trains/day

8

January 2007 (BanqiaoZuoying)

March 2007 (TaipeiBanqiao)

(excludes maximum and extra services)


39 42 45 27


277188268265

Ninomiya Shoten, Data Book of the World 2014 (Vol. 26)Population in units of ten thousand0 100 200 400300km

*JRTT website

*JRTT website

*JRTT website

Isahaya

Nagasaki


(provisional name)

Kumamoto

Shin-Yatsushiro

Shin-Minamata

Kagoshima-Chuo

Kurume

Chikugo-Funagoya


Sendai

Shin-Tosu

Izumi

Hakata

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori


Traveling speed

Braking curve

Crash Avoidance

What is the Principle of Crash Avoidance?

The key to the Japanese Shinkansens 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.

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. Japans unique system has given rise to its

impeccable safety and reliability, and its high frequency 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 Shinkansens 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.

Dedicated track for high-speed passenger rail service

The Automatic Train Control (ATC) system

1

2

Adoption of Dedicated Track for High-Speed Passenger Rail Service

The core elements of this principle are:

1,435 mm

Cross-section of European

high-speed rolling stock

(Small seating capacity; Eg.: TGV-POS)

1,435 mm

2,904 mm3,360 mm

The principle of Crash Avoidance is not only essential to ensure

the safety of high-speed passenger rail service, but it also

contributes signicantly to efcient operations.

For example, highly frequent and efcient 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,

while other high-speed trains have two by two seating, the

Shinkansen cars have larger cross sections, allowing for three by

two seating (some have three by three seating). This is a

signicant 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 Shinkansens safety,

reliability, high frequency service, and large transport capacity

have earned worldwide reputation.

Efficient Operation Advantages Achieved by the Principle of Crash Avoidance

The other element responsible for the Shinkansens 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.

Complete Train Protection through the ATC System

Traveling speed

Ground ATC

Preceding train

If the speed exceeds the braking curve, the brake is applied automatically

Onboard ATC calculates braking curve

Detects position of preceding train

Ground ATC

Braking curve

Cross-section of high-speed passenger

rolling stock based on the principle of

Crash Avoidance

(Large seating capacity;

Eg.: Tokaido Shinkansen N700A)

For identifying position of preceding train

66% 34%

0 250 500 750 1000

100%

0 250 500 750 1000

100%

0 250 500 750 1000

85% 15%

0 250 500 750 1000

84% 16%

0 250 500 750 1000

78% 22%

0 250 500 750 1000

0 250 500 750 1000

28% 72%

0 250 500 750 1000

100%

0 250 500 750 1000

100%


Fukuoka Airport

Hiroshima Airport

Itami AirportNagoya Airport

Niigata Airport

Aomori Airport

Narita Airport

Haneda Airport

KansaiInternational

Airport

HakataHiroshima

Nagano

Omiya

Takasaki

Sendai

Tokyo

Shin-Aomori

Morioka

Fukushima

Shinjo

Akita

Niigata

Sendai Airport

Kagoshima-Chuo

Kobe AirportNagoya

Shin-Osaka

Kagoshima-Chuo

Hakata

NagoyaShin-Osaka

Nagano

NiigataSendai

Tokyo

Shin-Aomori

Morioka

Fukushima

Shinkansen General Control Center(Tokaido Shinkansen, Sanyo Shinkansen)

Hakata General Control Center(Kyushu Shinkansen)

Shinkansen Transport Department(Tohoku Shinkansen, Joetsu Shinkansen, Nagano Shinkansen)

Kagoshima-ChuoKagoshima-ChuoKagoshima-ChuoKagoshima-ChuoKagoshima-ChuoKagoshima-ChuoKagoshima-ChuoKagoshima-ChuoKagoshima-ChuoKagoshima-Chuo

NaganoNaganoNaganoNaganoNagano

NiigataNiigataNiigataNiigataNiigataNiigataNiigataNiigataNiigataNiigataSendaiSendaiSendaiSendaiSendaiSendaiSendaiSendaiSendai

TokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyoTokyo

Shin-AomoriShin-AomoriShin-AomoriShin-Aomori

MoriokaMoriokaMorioka

FukushimaFukushimaFukushimaFukushimaNaganoNaganoNagano

Shin-Aomori

Morioka

HakataHakataHakataHakataHakataHakataHakataHakataHakata

NagoyaNagoyaNagoyaNagoyaNagoyaNagoyaNagoyaNagoyaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-OsakaShin-Osaka


Hakata


The Convenience of the Shinkansen: Comparison with Airlines

Ensuring Safe and Reliable Operations/Control Center

Convenience Improved with the Needs of the Times

The control centers of the Shinkansen, which enable safe and reliable

operation with various kinds of sub-systems, constantly gather vast

amounts of data, such as information on the operational status of trains

and the usage status of equipment. At the control centers, various

controllers have different duties. The train operation controller has the

role of checking the operational status of trains in real time, including

the routes and locations of trains. S/he gives appropriate instructions to

train crew and station staff members. The passenger service controller

provides all kinds of information concerning passenger transport in a

speedy manner to train stations, conductors, etc. The crew and car

utilization controller gives instructions to crew regarding work

schedules and connection changes, among other information, and is

also in charge of coordinating rolling stock deployment. The track and

structure maintenance controller keeps an eye on the tracks and

controls track maintenance. The power controller monitors the supply

of electric power for train operations. And, last but not least, the signal

and telecommunications controller monitors the operation status of

signal and communication systems.

These controllers which have been introduced above in

accordance with their respective functions control the entire

Shinkansen system and ensure safe and reliable Shinkansen

transport.

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

of the Shinkansen system to respond to disasters.

The Second General Control Centers role is to serve as an

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 Centers 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

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.

Specialists Teamed up to Ensure Safe and Reliable Operations

Comparison of Shinkansen and Air Travel

Establishment of the Second General Control CenterCrisis Management Systems in Preparation for Large-Scale Disasters

Control Center: The Brain of the ShinkansenThe 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.

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 Shinkansens

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.

Areas covered by each control center

Shinkansen

AirlinesTravel time

Distance

1:37

1:31

1:35

TokyoNiigata334 km

TokyoSendai352 km

TokyoNagoya366 km

Within a 300 km-area

Shinkansen

AirlinesTravel time

Distance

2:11

2:25

Approx. 2:40

250

108

2:22

Approx. 2:20

59

21

Shinkansen

Airlines

Arrivals & departures

per day

TokyoMorioka535 km

TokyoOsaka553 km

OsakaFukuoka622 km

Within a 500 km-area

Shinkansen

AirlinesTravel time

Distance

2:59

Approx. 2:50

17

6

3:47

Approx. 3:10

99

34

3:42

Approx. 3:10

22.5

18

Shinkansen

Airlines

Arrivals & departures

per day

TokyoAomori714 km

TokyoHiroshima894 km

OsakaKagoshima911 km

Beyond a 700 km-area

Shinkansen

TokyoNagoya366 km

TokyoMorioka535 km

TokyoOsaka553 km

OsakaFukuoka622 km

TokyoAomori714 km

TokyoHiroshima894 km

OsakaKagoshima911 km

TokyoSendai352 km

TokyoNiigata334 km

Air travel

1. Source: , , , and from JR East, East Japan Railway Company FACT SHEETS 2014; , , and from JR Tokai, Central Japan Railway Company FACT SHEETS 2014; and and from JR West, West Japan Railway Company Fact Sheets 2014. 2. Air travel time includes the travel time between city centers and airports.

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori

P-wave

S-wave

Detection point

Communication line Substation

Epicenter

P-wave S-wave


Ensuring Safe and Reliable Operations/Natural Disaster Countermeasures

Disaster-Proof Shinkansen to Offer the Very Ultimate in SafetyAlthough 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.

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.

The Japanese archipelago is an earthquake-prone region. Twenty-seven

trains were operated on the Tohoku Shinkansen at the time of the Great

East Japan Earthquake (Magnitude of 9.0) on March 11, 2011.

Fortunately, a potential catastrophe was avoided and no passengers

were injured during this earthquake. This was thanks to our early

earthquake detection system that instantly detects tremors and shuts off

the supply of electricity to the trains, which in turn causes the emergency

brakes to activate automatically and bring all trains to a stop.

The Shinkansen system employs an earthquake rapid alarm system.

By installing seismometers along the rail lines, coast lines, inland areas,

and other locations and detecting the preliminary waves (P-wave) of an

earthquake that arrive earlier than the secondary waves (S-wave), an

alert can be issued early thereby allowing time for trains to be slowed

down by the time that the S-wave arrives at the tracks.

In addition to such systems, emergency earthquake warnings

sent out by the Japan Meteorological Agency and other earthquake

information is used to bring trains to a halt as quickly as possible when

an earthquake occurs.

Mitigate Seismic DisastersEarly Earthquake Detection System

The anti-quake reinforcement of Shinkansen structures has been underway

since the Great Hanshin-Awaji Earthquake with a focus on elevated track

columns prone to failure by shearing. To date, about 17,600 columns on the

Tokaido Shinkansen have been reinforced. A damper brace construction

method that controls the amplication of the tremors on elevated tracks by

installing X-shape bracings and strengthening the columns has also been

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.

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

Fighting Large-Scale EarthquakesReinforcement of Structures

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.

Seismic Reinforcement of Train Station Buildings

The Shinkansen ensures passenger safety through measures

that prevent derailment during an earthquake. And, deviation

prevention measures have been implemented to prevent train

cars from deviating off the track and colliding with incoming

trains or structures in the event that a train does derail.

Preventing Derailment and Rolling Stock Deviation during Earthquakes

Protecting the Shinkansen from Earthquake Disasters

Preparations for Other Natural Disasters

[ Wind and Rain Countermeasures ]

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 noties 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 Shinkansens ability to withstand disasters.

[ Snow Countermeasures ]

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 challeng-ing. 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.

[ Restoring Train Service ]

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 eld, unifying communication channels and assembling in the eld, 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 conrming the safety of the area where restrictions are applied.

[ Deviation Prevention ]

There are two main types of deviation prevention

measures. One is the placement of deviation

prevention guards on the tracks. When the

rolling stock derails due to an earthquake, the

wheels make contact with the guards. This

prevents major deviations and reduces damage.

The other is measures for rolling

stock bogies. The Tohoku, Joetsu, and

Nagano Shinkansen have had backwards

L-shaped rolling stock guides installed

on bogies. If the rolling stock derails, the

guides prevent the lateral movement of the

wheels beyond a certain point. The

Tokaido, Sanyo and Kyushu Shinkansen

have had deviation prevention stoppers

installed on the central area of bogies.

[ Derailment Prevention ]

Derailment prevention guards are installed sequentially to prevent

derailment of trains when an earthquake occurs. The guards are installed

parallel to the inner side of the rails to prevent derailment during an

earthquake as much as possible. If the tracks move laterally due to an

earthquake, the wheels on one side of the train will collide with the rails

forcing the wheels on the other side to bounce up from the shock of the

impact. The train derails when the tracks then move in the opposite

direction under such conditions. Since the wheels opposite the wheels

that have bounced up are still riding on the rail, the derailment prevention

guards can signicant-

ly decrease the risk of

derailment by stopping

these wheels from mo-

ving any further in the

lateral direction.

Detection point (21 locations)

Location of Detection Points and Location of Seismometers Alongside Railway Lines (Eg. : Tokaido Shinkansen)

Seismometer alongside railway lines (50 locations)

Train Control System During an Earthquake

carried out. Furthermore, there was no falling or collapse of elevated tracks.

We will take all possible precautions, including strengthening of

the columns of elevated bridge columns prone to bending, to further

strengthen structures that may incur damage due to strong seismic

movement in preparation for the Tokai, Tonankai, and Nankai

earthquakes that are predicted to occur.

Tsuruga

Joetsu-Myoko

Toyama

Kanazawa

Fukui Nagano


Itoigawa

Iiyama

Shin-Takaoka

Oshamambe

Kutchan

Kikonai



Shin-Yakumo

Sapporo

Shin-Otaru

Shin-Aomori


International High-Speed Rail Association (IHRA)

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 Japans high-speed railway system, which is based on the

principle of Crash Avoidance, as the international standard for high-speed rail.

IHRAs 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.

Advisory Board

Ensuring Safe and Reliable Operations/Human Resources Development

Trust Fostered by Skilled ProfessionalsThe skills of our team of Shinkansen professionals are indispensable for enhancing the

Shinkansens 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.

In order to raise the safety awareness of employees and enhance their

knowhow and give them the skills necessary for operation, Shinkan-

sen 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 eld. Person-

nel are fostered in a structured manner through the implementation

of group training tailored to their abilities and level.

Training Center, a Practical and Effective Learning Space

To ensure safe and reliable operation of the Shinkansen, we implement

safety education, training, and hold competitions in each technical area

to enhance the skills of employees and others engaged in the

Shinkansens operation and equipment maintenance.

Employee education and training is offered at the workplace in

the form of OJT and training through the performance of daily

operations thereby helping employees to rene their knowhow and

skillsets. Notably, drivers and conductors engaged in train operation

are subject to routine training using Simulators for Drivers and Simula-

tors for Conductors that closely replicate actual cars.

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.

Furthermore, competitions implemented at the workplace level

and company level offer employees excellent opportunities to cultivate

their practical skills in actual work settings, including emergency

recovery work, and increase employee motivation.

We are working day and night to further enrich our education

and training programs to heighten the safety and technological

capabilities of the Shinkansen.

Building Safety Awareness through Practice and Experience

Torkel Patterson Vice ChairmanCentral Japan Railway Company, Senior Advisor

IHRA Officers

Masafumi Shukuri ChairmanGraduate School of Public Policy, Tokyo University, Visiting Professor

Takao Nishiyama DirectorEast Japan Railway Company, Executive Director in charge of overseas affairs

Shun-ichi Kosuge DirectorCentral Japan Railway Company, Executive Director and Corporate Officer

Norihiko Yoshie DirectorWest Japan Railway Company, Director and Executive Officer

Toshihiko Aoyagi DirectorKyushu Railway Company, President

Wen-Liang Liu DirectorTaiwan High Speed Rail Corporation, Assistant Vice President

Shinji Hikasa AuditorMitsubishi Corporation, Director

Kazuhiko Tsujimoto AuditorSumitomo Corporation, Director

Technical Advisory Board Members

Tsutomu Morimura Chairman of the BoardCentral Japan Railway Company, Senior Advisor

Anson JackRSSB, Executive Director, Commercial and Strategy

Kung-Yeun JengTaiwan High Speed Rail Corporation, CEO

Larry KelterbornInterfleet Technology, Senior Advisor

Senior Advisory Board Members

Observer

Yoshiyuki Kasai Chairman of the BoardCentral Japan Railway Company, Chairman Emeritus

Chich-Chiang FanTaiwan High Speed Rail Corporation, Chairman

David HowellMember of the House of Lords in UK

Susumu IshiharaKyushu Railway Company, Senior Advisor

Bryan NyeARA, Australia, CEO

Takayuki SasakiWest Japan Railway Company, Chairman

N.K. SinghMember of Parliament in India

John Thomas SchiefferFormer Ambassador to the U.S. in Japan

Syed Hamid AlbarSPAD, Malaysia, Chairman

Tetsuro TomitaEast Japan Railway Company, President

Osamu KobayashiKyushu Railway Company, Director

Takao NishiyamaEast Japan Railway Company, Executive Director in charge of overseas affairs

Observers

Azmi Abdul AzizSPAD, Malaysia, Chief Development Officer

Chua Chong-KhengLTA, Singapore, Deputy Chief Executive

Vinay Kumar SinghHigh Speed Rail Corporation of India, CEO

Kevin TaylorRISSB, Australia, CEO

Norihiko YoshieWest Japan Railway Company, Director / Executive Officer

List of Regular Members (As of June 20, 2014; In no particular order)

factbook en 1018

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