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-
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
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-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
Shin-ShimonosekiShin-Yamaguchi
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
Kurobe-Unazuki-Onsen
Itoigawa
Iiyama
Shin-Takaoka
Oshamambe
Kutchan
Kikonai
Oku-Tsugaru-Imabetsu
Shin-Hakodate-Hokuto
Shin-Yakumo
Sapporo
Shin-Otaru
Nagoya
Odawara
AtamiMishima
Shizuoka
Toyohashi
Mikawa-Anjo
Kyoto
Shin-Fuji
Gifu-Hashima
Shin-YokohamaShinagawa
KakegawaHamamatsu
Shin-OsakaTokyo
Maibara
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-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
Maximum Operating Speed
260km/h
Tokaido Shinkansen
Maximum Operating Speed
Operating Distance
270 km/h552.6 km
Sanyo Shinkansen
Maximum Operating Speed
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
Shin-YokohamaShinagawa
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
(excludes extra services)
333.9 km
240 km/h
1 h 37 min
95 trains/day
12
TokyoNiigata
Joetsu Shinkansen
*Some overlap
(excludes extra services)
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
Maximum operating speed
902
125 3010539 3081
Population according to the January 1, 2014 Basic Resident RegisterPopulation in units of ten thousand
-
Shin-Kobe
HimejiMihara
Shin-Onomichi
Hiroshima
Higashi-Hiroshima
Fukuyama
Shin-Kurashiki
OkayamaTokuyama
Shin-ShimonosekiShin-Yamaguchi
Asa
Shin-Iwakuni
Nishi-Akashi
KokuraAioiHakata
Shin-Osaka
200% 280%
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
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
6SHINKANSEN Fact book SHINKANSEN Fact book7
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
Maximum operating speed
Inauguration
Shin-OsakaHakata
622.3 km
300 km/h
2 h 22 min
271 trains/day (excludes extra services)
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
(Thousandpassengers)
(FY)
Osaka Kobe Okayama Hiroshima Fukuoka
0 100 200 300km
Population Data
Using commuter pass Others
267 155 70 119 147
Population according to the January 1, 2014 Basic Resident RegisterPopulation in units of ten thousand
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
(Thousandpassengers)
(FY)
Operating segment
Operating distance
Minimum travel time
Trains/day
Number of stations
Maximum operating speed
Inauguration
HakataKagoshima-Chuo
288.9 km
260 km/h
1 h 17 min
125 trains/day (excludes extra services)
11
March 2004 (Shin-YatsushiroKagoshima-Chuo)
March 2011 (HakataShin-Yatsushiro)
*Includes Sanyo-Kyushu interoperating trains
Population Data
Fukuoka Kumamoto Kagoshima
0 100 200 300km
Using commuter pass Others
147 7324 44 61
Population according to the January 1, 2014 Basic Resident RegisterPopulation in units of ten thousand
Saga Nagasaki
*JRTT website
-
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
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
8SHINKANSEN Fact book SHINKANSEN Fact book9
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
(Thousandpassengers)
(FY)
Taipei Taichung Tainan Kaohsiung
Operating segment
Operating distance
Minimum travel time
Trains/day
Number of stations
Maximum operating speed
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)
Population according to the January 1, 2014 Basic Resident RegisterPopulation in units of ten thousand
39 42 45 27
Population according to the January 1, 2014 Basic Resident RegisterPopulation in units of ten thousand
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
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
10SHINKANSEN Fact book SHINKANSEN Fact book11
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%
12SHINKANSEN Fact book SHINKANSEN Fact book13
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
NaganoNaganoNaganoNaganoNagano
Hakata
NaganoNaganoNaganoNaganoNagano
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
Kurobe-Unazuki-Onsen
Itoigawa
Iiyama
Shin-Takaoka
Oshamambe
Kutchan
Kikonai
Oku-Tsugaru-Imabetsu
Shin-Hakodate-Hokuto
Shin-Yakumo
Sapporo
Shin-Otaru
Shin-Aomori
P-wave
S-wave
Detection point
Communication line Substation
Epicenter
P-wave S-wave
14SHINKANSEN Fact book SHINKANSEN Fact book15
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
Kurobe-Unazuki-Onsen
Itoigawa
Iiyama
Shin-Takaoka
Oshamambe
Kutchan
Kikonai
Oku-Tsugaru-Imabetsu
Shin-Hakodate-Hokuto
Shin-Yakumo
Sapporo
Shin-Otaru
Shin-Aomori
16SHINKANSEN Fact book SHINKANSEN Fact book17
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)
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