Introduction |
The Tokaido Shinkansen commenced operation on October
1, 1964 and is about to reach its 50th anniversary. The
Tokaido Shinkansen, which takes on the role of Japan’s
main transportation artery, has served 5.6 billion passengers
since its start and propped up Japan’s economy. Ever since
the operation commenced, the Tokaido Shinkansen has
maintained a flawless record of no train accidents resulting
in fatalities or injuries of passengers onboard, and has
demonstrated stable and precise operation with an annual
average delay of 0.9 minutes per operating train (FY2013).
The maximum speed in service has risen significantly
from 210 km/h, when the line initially went into operation,
to 270 km/h at present. Next spring, the maximum speed
is scheduled to be increased to 285 km/h. Furthermore,
the Tokaido Shinkansen has improved its energy efficiency
so that it places an unusually low load on the global
environment, which, along with other enhancements, has
helped the Tokaido Shinkansen evolve into a high-volume,
high-speed transportation system unsurpassed anywhere in
the world.
The primary mission of any railway operator is to ensure
safe and reliable operation. The Tokaido Shinkansen has
expended all possible means to achieve this objective by
implementing a variety of measures, both tangible and
intangible. More specifically, in accordance with the principle
of “Crash Avoidance,” a high level of safety, as well as highvolume,
high-frequency transport is achieved by using a
dedicated track for high-speed passenger rail that eliminates
the risk of collisions at level crossings, and by adopting
the Automatic Train Control (ATC) system, which stops
trains running at high speed safely. Currently, the Tokaido
Shinkansen, the world’s cutting-edge high-speed rail, has
attained the highest standards in terms of safety, reliability,
comfort, convenience, high-speeds and other benchmarks.
|
Competitive Transportation Service |
The most significant feature of the Tokaido Shinkansen
service is that it provides transport capacity responding
to demand by maintaining a certain number of trains as a regular service in the base timetable and arranging extra
trains when necessary.
When the Tokaido Shinkansen commenced operation,
there were 60 departures per day in a “1-1” hourly timetable
with one Hikari, stopping only at major stations, and one
Kodama, stopping at each station. The travel time of Hikari
between Tokyo and Shin-Osaka was 4 hours.
Subsequently, the number of train departures was
increased time and again with the “2-2” and “3-3” hourly
timetables. Revisions were made almost annually to
accommodate the rapid surge in transportation volume
during Japan’s high-growth period. Transport capacity was
boosted until the number of daily trains reached 240 in the
year after the extension to Hakata was completed in 1975.
When Japanese National Railways (JNR) was privatized in
1987, the timetable was the “6-4” hourly schedule.
After Central Japan Railway Company (JR Central) was
founded in 1987, transport volume rose rapidly on account
of Japan’s broad-based prosperity and positive business
expansion sustained over the ensuing 5 years. Accordingly,
JR Central improved facilities and equipment, massively
introduced the Series 100 rolling stock, and implemented the
“7-4” hourly timetable in 1989. At the March 1991 timetable
revision, the number of daily departures was up to 278. This
was also the time when we started to review and plan for an
increase in speed and a fundamental expansion of transport
capacity in order to maintain the transport foundations for
the future.
The introduction of the Series 300 rolling stock in 1992
enabled us to achieve a maximum operational speed of 270
km/h, and to begin operation of the Nozomi, connecting
Tokyo and Shin-Osaka in 2 hours and 30 minutes. The
Nozomi, which initially started with four trains a day, was later
operated with one and then two trains per hour.
The commitment to making all of our fleet consist
of trainsets with a maximum speed of 270 km/h, while
coinciding with the opening of Shinagawa Station in October
2003, provided the impetus for a drastic improvement in
the quality of transport along Japan’s main transportation
artery by making a dramatic rise in the level of service with
the Nozomi based timetable. In that sense, this strategy may
also be called the “Rebirth of the Tokaido Shinkansen”, and was an epoch-making event for JR Central. The completion
of this strategy made it possible for up to seven Nozomi
trains to leave every hour, achieving a total of 291 departures
per day. As a result, the number of stations where the Hikari
stopped was increased, and connections with other trains
including conventional line trains were improved so that the
speed-up of our fleet would benefit even more passengers.
Thereafter, we have continually worked to enhance
rolling stock, augment power supply systems and reinforce
ground facilities to improve transportation quality and
capacity significantly. With the July 2007 timetable revision,
the travel time of the fastest Nozomi between Tokyo and
Shin-Osaka was reduced to 2 hours and 25 minutes. The
March 2014 timetable revision allows the operation of up to
10 Nozomi per hour, which has come to be known as the
“10-Nozomi Timetable”.
By taking advantage of timetables mainly comprised
of Nozomi since 2003, we have sought to maintain seat
reservations so that passengers may book whenever they
like, as well as maximizing transport capacity during peak
periods. We are continuously making an effort to ensure
our train schedule can respond more flexibly to demand
than ever.
Subsequently, although the number of daily departures
excluding extra service has remained at 323 since the
March 2009 timetable revision, the number of departures,
including extra service, has increased markedly such that
one-day average departures numbered 342 in FY2013, and
a record 426 trains were operated on August 8, 2014. |
Figure 1: Number of Scheduled Trains by Timetable Changes and Type of Operation |
Continually Evolving Operation |
When the Tokaido Shinkansen first started operation, the
Centralized Traffic Control (CTC) system was introduced to
control the operation of the 60 daily trains with the control
staff monitoring an array of data on CTC operation display
panels. However, with the increase of departures, the
Shinkansen operation control system COMTRAC (COMputer
aided TRAffic Control) was placed in use conjointly with the
start of service to Okayama in 1972 (COMTRAC is currently
in its ninth generation). Later, with the commencement of
the Hakata service in 1975, the General Control Center
would manage the 1069.1 km between Tokyo and Hakata in
addition to 28 stations and 7 rolling stock depots.
After the 1995 Hanshin-Awaji Earthquake, JR Central
decided to construct a second control center together with West Japan Railway Company (JR West) to strengthen the
emergency response system in times of natural disasters.
This facility started operation in 1999. Thereafter, the Second
General Control Center has exercised actual control over
the system once annually and is used for quarterly training
of control staff. It provides redundancy so that if the General
Control Center in Tokyo were to suffer damage during a
disaster, operational control can be switched to the Second
General Control Center.
In addition, along with ensuring safety, we have
enhanced the quality of response to typhoons, cloudbursts,
heavy snowfall and other such abnormal conditions. This
has been achieved both tangibly and intangibly through
the revision of regulations tailored to facility reinforcements,
early resolution of delays, operational arrangements such
as not having trains stop between stations, as well as improvements in passenger information and communication
systems with the utilization of information tools. |
Figure 2: Successive Shinkansen Generations (Series 0 to N700A) |
Improvements in Rolling Stock Technology |
The Series 0 was the first rolling stock that appeared when
the Tokaido Shinkansen commenced. It was the world’s
first rolling stock designed for high-speed rail, and was
developed using the most advanced technology of the time.
The most prominent feature was the adoption of an electric
multiple-unit system, which distributed power throughout the
trainset and equalized the axle loads. This enabled track
and structure standards to be optimized, thereby holding
down construction costs.
The Series 100, which adopted the technological
progress and experience gained over the preceding 20 years, was planned and manufactured to replace the
Series 0 rolling stock and went into commercial operation in
October 1985. The Series 100 improved passenger service
by introducing the double-deck first-class cars and private
compartments for the first time and new cabin amenities.
In 1988, shortly after JR Central was established, we
began to develop a new type of rolling stock that would
achieve higher speeds. The development goal was set to
raise the maximum speed to 270 km/h and reduce the travel
time between Tokyo and Shin-Osaka to 2 hours and 30
minutes. The development resulted in the Series 300, which
began its commercial service as the Nozomi in March 1992.
To attain substantial improvements in speed while taking
into account noise, ground vibration, and other wayside
environmental aspects, the latest technology was adopted
from a variety of fields and weight reductions were instituted to details of car bodies and bogies.
In tandem with the development of the Series 300, the
Shinkansen Experimental Train 300X was used for running
test from 1995, in pursuit of the latest and best highspeed
rail system. Speed-increasing tests elucidated the
relationship between speed and vehicle running stability,
ride comfort, current collection performance, aerodynamic
phenomena and other factors. During this process, the 300X
set a domestic maximum speed record of 443 km/h in 1996.
The Series 700 integrates the technology acquired from
the 300X test train, and was placed in commercial service
in March 1999. In addition to achieving a wide, comfortable
interior with little vibration due to the introduction of a semiactive
vibration control system and other features, the Series
700 adopts improved single-arm pantographs and insulator
covers, reducing noise and considerably improving its
environmental compatibility along with achieving qualitative
improvements in transport service.
The Series N700, which was introduced in July 2007,
incorporates the technology developed at the Komaki
Research Center, our company’s technology development
center, and other facilities. The Series N700 was the first
shinkansen to employ the Body Inclining System in
order to increase speed over the many curves along
the Tokaido Shinkansen. With the Body Inclining System
and other features, the Series N700 shaved as much as
5 minutes off the time required between Tokyo and Shin-
Osaka. The Series N700 also has outstanding energy
performance. The introduction of cover-all hoods and
elimination of level differences in window glass as well as
other improvements have reduced running resistance. The
number of speed adjustments in curves has decreased
thanks to body inclining, reducing power consumption by
19% in comparison to the Series 700. Since March 2009,
wireless internet has been available in cars, offering a more
convenient interior.
The successor Series N700A started operation in
February 2013. It was created by incorporating technology
developed at the Komaki Research Center based on the
Series N700 as well as using results achieved in running
tests with the Series N700 pre-mass production trainset. In
addition to the Series N700’s already high level functions,
the N700A newly employs High Performance Wheel
Mounted Brake Disks, Bogie Vibration Detection System,
Cruise Control System, and other features. The N700A has
achieved further improvements in safety and stability as
well as reduced environmental load. Since April 2013, JR
Central has instituted improvements by adding some N700A
functions to all of the 80 Series N700 trainsets. By the end of
FY2016, about 80% of all trainsets will be either the Series
N700A or the upgraded Series N700. |
Photo: Series N700
Photo: N700A
|
Railway Structures Supporting High-Speed
Operation |
For the opening of the first shinkansen service in 1964,
designs were formulated for rails, sleepers, turnouts and
other track materials based on the latest railway technologyat the time. These were put through numerous tests
before being installed as the world’s first railway structures
to support operation at 210 km/h. Continuous welded
rails, movable nose crossings and other engineering
developments, which are considered ordinary shinkansen
equipment today, were also originally employed at the opening of service. Furthermore, the latest technologies and
approaches have also been adopted for track maintenance
methods, such as periodic maintenance of tracks mainly
using Multiple Tie Tampers and other heavy machinery as
well as the introduction of Rail Flaw Detection Cars, which
search for flaws in rails while running along the line. These
technologies have continually been improved upon even
after entering service. For example, rails with a larger
cross section and strength (60-kg rails) were developed to
address the steadily increasing number of departures after
service opened. Over a period of approximately 10 years
beginning in 1972, these replaced all 50T rails (50-kg rails)
that had been used up to that point.
In raising the speed to 270 km/h, the issues we faced
included an increase in the impact on tracks as well as an
increase in centrifugal force while running. However, thanks
to the rolling stock’s lightweight technology and other
improvements, the impact on railway track when the Series
300 ran at 270 km/h was verified to be the same as that
when either the Series 0 or Series 100 ran at 220 km/h.
To address the increase in centrifugal force, a large-scale
project was initiated to increase the amount of track cant
(from a maximum of 180 mm to 200 mm) over approximately
240 track-km (total of east and westbound lines) or the
equivalent of approximately one-quarter of the total line.
As operation at 270 km/h, which began in 1992, was
extended subsequently to all trains, methods for managing
ground facilities also underwent significant changes during
this period.
First, along with the start of 270 km/h operation,
significant controls were instituted on long-wave track
distortion (track irregularity), which has a considerable
impact on ride comfort. From 1974, the Series 0-based
T2 trainset was used as high-speed inspection trains
measuring track irregularities. However, the T2 could only
make measurements at a speed of 210 km/h. Therefore, in
2001, the Series 700-based T4 trainset was developed and
introduced for taking measurements at 270 km/h.
In order to supplement measurements taken by
high-speed inspection trains, the Real-time Acceleration
Inspecting Device with Automatic Recording System for
Shinkansen (RAIDARSS), which had been used to control
oscillation on the Series 100, was also implemented on the
Series 300 and Series 700, running at 270 km/h. Moreover,
since 2009, an upgraded version of RAIDARSS is installed
on some trains for measuring track distortion (irregularity of
longitudinal level) in the east-and-west directions in addition
to oscillation, and has been monitoring track conditions on a
daily basis.
We are continually improving precision, efficiency, and
safety of track maintenance work by utilizing data acquired
from high-speed inspection trains, RAIDARSS, and otherequipment. For instance, in 1997, full-scale introduction of
the Dynamic Track Stabilizer (DTS) was achieved, which
stabilizes track after performing ballast exchange work,
a process which had accounted for the majority of train
slowdowns. DTS shortened the margin time for slowdowns,
allowing the Nozomi to travel the Tokyo to Shin-Osaka
corridor in 2 hours and 30 minutes even while making a
stop at Shin-Yokohama. In addition, the New Ballast Scraper
(NBS), which JR Central developed in 2002, is capable
of simultaneously excavating old ballast and spreading
new ballast—operations which used to be performed
separately. NBS has greatly improved work efficiency,
including reducing the manpower necessary for the task
and increasing the nightly length of track work. This change
has also remarkably enhanced labor safety. |
Figure 2: Successive Shinkansen Generations (Series 0 to N700A)
Photo: High-speed inspection Trains (T2: Right T4: Left)
Photo: New Ballast Scraper (NBS) |
Natural Disaster Countermeasures |
Over half the civil engineering structures along the
Tokaido Shinkansen are embankments, excavations or
other earth structures. Embankments gradually settle over
time after construction, but rainfall often washes down
the soil from embankment slope during the early stages
before the embankment settles sufficiently. Consequently,
countermeasure work has been performed at locations
where damage occurred and is expected, so the soil does
not wash away. From 2000, JR Central started surfacing
embankments with concrete to enhance resilience to
rainfall, and this work was completed in 2003. Because
such tangible countermeasures to rainfall were completed
for the most part, vulnerability to rainfall was ameliorated
considerably and operation restrictions during rainfall were
relaxed in 2003.
In addition, earthquake countermeasures have been
implemented ever since the Tokaido Shinkansen opened
by introducing cutting-edge aseismic technologies.
After the 1995 Hanshin-Awaji Earthquake, the viewpoint
was to prevent structures from collapsing due to a large
earthquake in order to avoid interruptions to train service
for significant periods of time. Seismic retrofitting work was
performed, as necessary, on elevated track columns, bridge
piers, embankments and other engineering structures
on all lines, and measures were implemented on bridge
girders to prevent bridges from collapsing. This work was
nearly completed in 2013. Furthermore, although railway
structures did not suffer significant damage during the 2004
Chuetsu Earthquake, the Joetsu Shinkansen nevertheless
derailed, which led to the implementation of measures to
counter derailment and deviation, beginning in 2009. These
countermeasures involved a redundant system consisting
of Derailment Prevention Guards and Deviation Prevention
Stoppers. Derailment Prevention Guards are installed along the tracks to prevent derailment wherever possible. And even
if a greater-than-anticipated shock causes a derailment,
train deviation would be prevented as far as possible by
the Deviation Prevention Stoppers mounted on the cars. In
order for derailment prevention guards to function effectively,
additional measures have also been implemented to curb
displacement of civil engineering structures.
There has also been a continuing commitment to
develop systems that quickly decelerate and stop trains
when an earthquake occurs. In 1965, shortly after the
service commenced, the world’s first alarm seismometers
were installed, completely automating the process from
earthquake detection to alarm output. In 1992, the Urgent
Earthquake Detection and Alarm System (UrEDAS) was adopted; it detects the initial shock (P-wave) during an
earthquake and issues an alarm. Moreover, in 2005, the
Tokaido Shinkansen EaRthquake Rapid Alarm System
(TERRA-S) was developed and introduced, improving
the detection time and accuracy. Since then, the latest
knowledge has been integrated and improvements have
been made in operations to decelerate and stop trains even
earlier and with greater precision. |
Photo: Derailment Prevention Guards
Photo: Countermeasures against viaduct displacment |
Reinforcement of Power Supply Systems |
Japan’s commercial power frequency is 50 Hz east of the
Fuji River flowing through eastern Shizuoka Prefecture, and
60 Hz to the west; the Tokaido Shinkansen crosses this
‘frequency border’. Frequency conversion (FC) substations
were installed above ground to standardize the entire line
at 60 Hz, because the 50-Hz track section comprises a
relatively short length of about 140 km of the entire 515 km
between Tokyo and Shin-Osaka, and there was a plan to
construct the Sanyo Shinkansen which would make the
ratio of 50-Hz track section much smaller. Initially, these
FCs were a “Rotary Type” that coupled a 50-Hz electric
motor and a 60-Hz generator directly using the same axle.
Later, an “Electronic Type” was also adopted, applying
the latest technology in power electronics. The “Rotary
Type” has superior resistance to brief overloads, and the
“Electronic Type” has the advantage of low maintenance and
management. Currently, both schemes are applied, utilizing
the benefits of each type.
As the power supply capacity of the Tokaido Shinkansen
determines transport capacity directly, the power supply
systems have been augmented and improved in line with the
increase of transportation volume.
The initial operation plan of the Tokaido Shinkansen
set the maximum speed at 210 km/h with 12 cars in one
trainset, and ran one Hikari and one Kodama each hour. The
power supply system was also based on these assumptions.
Subsequently, power supplies were reinforced to match the
high transportation volume for the 1970 Osaka Expo and
the opening of the Sanyo Shinkansen service to Okayama
and then Hakata. As transportation volume increased after
JR Central’s establishment in 1987, the company introduced
Static Var Compensators (SVC) to counter voltage drops in
overhead catenary as well as Static Var Generators (SVG)
to control voltage fluctuations at power companies. Since
2007, feeding system Railway Static Power Conditioners
(RPC) have been adopted, combining both the SVC and
SVG functions.
Power supplies on different phases face at substation
boundaries along the Tokaido Shinkansen because
of its Alternating Current (AC) feeding system. Since the
shinkansen’s high-speed running is compromised when transiting such boundaries by coasting as done on
conventional lines, changeover sections were developed
to allow transit while running under power. Changeover
switches, which are used at changeover sections, evolved
from air-blast circuit breakers, which were used when the
line initially opened, to vacuum circuit breakers. JR Central
has already started to install static changeover switches with
lower failure rates and easy maintenance features. |
Changes in Signaling Systems |
The shinkansen design was based on the principle of “Crash
Avoidance,” which eliminates the possibility of a collision.
The Automatic Train Control (ATC) system is the device that
puts this principle into practice. Because the shinkansen
runs at high speeds, it is difficult for a driver to verify ground
signals visually. It is not possible to stop the train within
a driver’s vision range due to the long braking distance,
therefore a display inside the cabin indicates the permitted
speed, and the brakes are automatically controlled when
the train speed exceeds the permitted speed. In spite of
multiple modifications to the ATC specifications since the
line opened, its initial design concept remains unchanged
even today.
The first generation ATC (ATC-1A) was introduced on the
Tokaido Shinkansen after application tests were conducted
on conventional lines from 1960 to 1962.
An upgrade to the second generation ATC (ATC-1D)
was made between 1980 and 1988. This new system added
additional information and improved reliability of ATC signals
through a combination of two signals, a main signal and a
sub signal. A monitoring system (commonly called the “ATC
monitor”) to monitor system parameters was also employed.
In addition, before Nozomi started operations in 1990,
signals began to be added, supporting operation speeds of
270 km/h.
The second generation system was upgraded to the
third generation ATC (ATC-NS) between 1999 and 2006.
This system changed from the previous multi-stage brake
control system to an in-vehicle main-type digital ATC
with a single stage brake control system. Control data is
transmitted from ground devices to onboard devices where
the braking curve is computed based on the train’s position,
performance, track alignments and other factors so as to
provide optimal brake control. Systems using the ATC-NS
have also been installed on the Taiwan High Speed Rail and
Kyushu Shinkansen. |
Shinkansen Multipurpose Inspection Trains |
Once every 10 days, the Class 923 Shinkansen Multipurpose
Inspection Train (common known as “Dr. Yellow”) conducts a detailed check of facility conditions while it runs at 270
km/h, the same speed as commercial trains. The results
are sent to maintenance bases and used as basic data for
facility maintenance.
The first-generation Class 922 inspection train (T1
trainset) was an electric inspection train converted from
a shinkansen prototype (B trainset), and there was a
separate track inspection vehicle. Later, in 1974, the Class
922 Shinkansen Multipurpose Inspection Train (T2 trainset)
was introduced based on the Series 0 and combined both
electric and track inspection functions. In 1979, the sister
vehicle T3 trainset was added and used interchangeably
with the T2 trainset. In 2001, the Class 923 Shinkansen
Multipurpose Inspection Train (T4 trainset), which was based
on the Series 700, was introduced in conjunction with an
upgrade of the T2 trainset. Then, in 2005, JR West adopted
the T5 trainset to replace the T3 trainset, and the T5 trainset
has been operated interchangeably with the T4 trainset. |
Photo: Training on Conductor Simulator |
Improved Personnel Training |
Based on the philosophy that people are our greatest asset,
JR Central provides personnel training centered on the three
pillars of on-the-job training (OJT), group training and selfdevelopment.
As Tokaido Shinkansen technology advances
at a rapid pace, the environment around our employees has
also been changing significantly. To respond effectively to these changes, JR Central has been improving personnel
training both tangibly and intangibly.
To supplement OJT, which is the main pillar for training
younger employees, various types of group training are
conducted at the General Education Center. With group
training, systematic improvement in knowledge and skills
can be expected by bringing together employees who
share the same purpose, and the General Education Center
assumes a central role in this process. By utilizing excellent
practical facilities for training, such as the General Training
Simulator for multiple job skill improvement and emergency
response as well as the Training Tracks with signaling
communication facilities, overhead catenary and rails,
practical training is conducted under realistic conditions
without interfering with actual operation and maintenance of
rolling stock or railway tracks.
In order to maintain and improve the skills of each
member of the train crew, driver simulators were introduced
in 1993 and conductor simulators in 2004. Currently, such
simulators are deployed at the General Education Center as
well as at train crew depots in Tokyo, Nagoya and Osaka.
They are used for daily training and educating incoming train
crew candidates.
In addition, numerous rules have been established to
safeguard operations, taking into account bitter lessons
learned in the past, so as to avoid operational accidents as
well as work-related accidents. These rules include such everyday measures as formulating meticulous plans in
advance, performing work in accordance with procedures
to avoid errors, and engaging in thorough confirmation
after the work is done. Also, not only have such rules been
established, but the safety awareness, knowledge and
skills of employees engaging in operations is consummated
through efforts to have personnel question “why,” then
think about, discuss and thoroughly understand the nature
of work mechanisms and rules. In the future as well, to
achieve safe, reliable, comfortable and high-speed Tokaido
Shinkansen service, many personnel involved in operations
and maintenance will be trained; they will then further
polish the techniques and spirit handed down successively
from their predecessors, and later pass these down to the
next generation. |
Overseas Deployment of High-Speed
Rail System |
There are many environment-friendly high-speed railway
(HSR) construction projects underway worldwide. JR Central
is promoting the overseas deployment of HSR systems by
leveraging its comprehensive HSR technology, which is
at the world’s highest level. Overseas deployment of HSR
systems maintains and strengthens domestic manufacturers’
technology and skills as well as produces technological
innovation in railway-related components as a consequence
of an extended HSR market. We believe that this effort is
significant for ourselves in leading to the stable supply of
materials and equipment as well as cost reductions. In
actual overseas HSR projects, JR Central will play roles to
provide consulting and coordination for safe and reliable
HSR operations.
When considering target corridors in other countries,
the most important thing is that JR Central’s HSR system
be adopted as a total system with newly constructed
dedicated tracks for high-speed passenger rail. In addition,
the conditions called for are that the country has firmly
established intellectual property rights, an established social
norm for honoring agreements, a full legal infrastructure in
place, and a stable political landscape. Furthermore, the
country must have the economic strength to make the huge
infrastructure investment.
Taking this view into account, we have identified the
United States as a prime target. Currently, JR Central is
promoting a Tokaido Shinkansen-type HSR system, called
the “N700-I Bullet”, in Texas, and the Superconducting
Maglev, “SCMAGLEV”, for the Nor theast Corridor
connecting New York and Washington D.C. The Japanese
government has also provided active support, particularly
regarding the SCMAGLEV project; Prime Minister Abe
proposed introduction of SCMAGLEV in the United States to President Obama at the US-Japan summit in February of
last year and again in April this year.
In April of this year, JR Central agreed with the Taiwan
High Speed Rail Corporation (THSRC), which operates the
Taiwan High Speed Rail, to provide technical consulting
services for issues such as the line extension from Taipei
Station to Nangang Station. JR Central is assisting THSRC
with high-quality technical consulting services.
Futhermore, on the occasion of the 50th anniversary of
the Tokaido Shinkansen in October 2014, the International
High-Speed Rail Association (IHRA) was founded together
with JR East, JR West and JR Kyushu in April this year to
establish Japan’s high-speed rail system—which is based
on the principle of “Crash Avoidance” (eliminating the
possibility of a collision by means of a dedicated tracks
and the Automatic Train Control (ATC) system)—as an
international standard. |
In Closing |
This year, we observe the 50th anniversary of the Tokaido
Shinkansen. When the Chuo Shinkansen opens in 2027,
a strong structure will be necessary to ensure the three
generations of railway (conventional line, Shinkansen, and
SCMAGLEV) can harness their respective distinguishing
features to the maximum extent possible. We will continue
to provide safe and stable transport, and constantly
incorporate cutting-edge technologies so that we may more
vigorously promote our commitment to safeguarding the
environment. Moreover, we will continue our steady effort to
refine our employees’ knowledge and skills with the aim of
furnishing a high-quality service suited to our passengers’
diverse needs. |