Japan

1

Current Situation of Urban Railways

in Japan

Kenji INOUEDirector for Planning and Coordination,

Urban Railway Division, Railway Bureau, Ministry of Land, Infrastructure, Transport and Tourism (MLIT),

Japan

― focused on Commuter Railways ―

2

contents

Ⅰ．Outline of urban railways in Japan１．Features２．Changes and developments

Ⅱ．Current situation of commuter railways１．Current Situation in Metropolitan Areas２．Issues of Commuter transportation in Tokyo Metropolitan area

Ⅲ．Basic policy for future development１．Promotion of barrier-free stations２．Elimination of “Non-opening level crossings” ３．Enhancement of the convenience with existing lines４．Upgrade of Station areas５．Enhancement of airport access function

3

Ⅰ．Outline of urban railways in Japan１．Features２．Changes and developments

4

Changes in urban railway development【 High growth period ～

the 1990s】【 2000s 】

A system that made use of national government subsidies, financial investment and loans, etc., and reduced infrastructure construction costs of railway companies was established.

・Cope with increasing

commuter demands

・Expansion of Network

→New line construction,

quadrupling tracks, etc.

・Construction of connecting lines

between existing stocks

・Upgrade of stations as transport nodes

The Urban Railway

Improvement Law

・Improvement of existing stocks

→Reducing travel times、less

congestion、more transfer

convenience, etc.

・Access to the trunk transport

network, including airports,

Shinkansen

(Recommendation No.18 of the

Council for Transport Policy)

Innovative Methods for functionalseparation of railway infrastructure

construction and operation

【Prewar era ～the middle of

the 1950s】

Ensuring the profitability of the

railway business through

development of :

・Residences.

・Commercial facilities

and department stores along

lines

・Establishment of a

business model that

ensures profitability though

the profit gained from non-

core business （1910s）

Spread to all major urban areas

(1920s)

The railway enterprise

companies constructed

the urban railways

by themselves

The start of the national government railway construction subsidy system.

・A government-affiliated financial agency began to provide low interest loans to private railways in major cities

↓・Interest subsidies for subways etc.

↓・Subsidies for railway constructionenterprises.

Subsidizing new line construction

through the combined operation-

construction scheme

5

Urban railway construction scheme in Japan

Transport policy council

The council was installed in the MLIT, based on an act on the establishment of the

MLIT. According to consultations with the Minister of the MLIT, the council’s mission

is to investigate and deliberate the important matters of the transport policy, and give

opinions and statements to each minister concerned.

The recommendation by the transport policy council

(Tokyo metropolitan area: No.18)

(Osaka metropolitan area: No. 8) etc.

The master plan for urban railway construction

The railway is constructed by railway enterprises

provided permission by the Railway Business Act

support system

by national governmentsand

6

The current situation of urban railways （Tokyo Metropolitan area ）

A1路線

A2路線

B路線

① Nippori-Toneri LinerNippori～Minumadai-Shinsui Park

③Fukutoshin LineIkebukuro～Shibuya

② Yokohama Green Line

Hiyoshi～Nakayama

①Nippori-Toneri Liner(opened March 30, 2008)

②Yokohama Green Line(opened March 30, 2008)

288

(100%)

61

(21%)

79

(27%)

148

(51%)

167

(100%)

152

(91%)

15

(9%)

0

(0%)

203

(100%)

203

(100%)

0

(0%)

0

(0%)

658

(100%)

417

(63%)

93

(14%)

148

(23%)

A1路線

A2路線

B路線

計

The Construction Situation as of April 1, 2009

A1 Line(To be completed by 2015)

A2 Line(To be started by 2015)

B Line(To be discussed)

Length

280

(100%)

169

(100%)

203

(100%)

40

(14%)

155

(91%)

203

(100%)

60

(22%)

15

(9%)

0

(0%)

181

(64%)

0

(0%)

0

(0%)

Still-not const. Under-const. In operation

Total 653

(100%)

397

(61%)

75

(12%)

181

(28%)

(km)

Construction situation related to recommendation No.18*

③Fukutoshin Line（opened on 14th Jun.2008）

〔*Recommendation No.18 by the Council for Transport Policy, January 27, 2000〕

Already opened

B Line

A2 Line

A1 Line

Existing Line

7

Development of urban railways in the Tokyo Metropolitan area

0

200

400

600

800

1000

1200

1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005

(km)

Private

JR

New transport system

JR

Private

Urban

56km

162km

119km

171km

276km

301km

Quadrupling tracks

New lineConstruction

(FY)

8

Ⅱ．Current situation of commuter railways１．Current situation in Metropolitan areas２．Issues of commuter transportation in Tokyo Metropolitan area

9

Route Length

(km)

Passengers

carried

（million/year）

Tokyo area 2,369 13,575

Nagoya area 924 1,136

Osaka area 1,469 4,790

The 3 areas 4,762 19,501

Japan 27,641 22,689

(Reference)

TRTC66 316

Urban railway transportation in Metropolitan Areas

500km

Population

(million)

Area

(km2)

Central Tokyo

(Tokyo Met.)

【Greater Tokyo】

8.7

(12.9)

【35.1】

622

(2,188)

【13,368】

Taipei

(Taiwan)

2.6

(22.9)

272

(35,915)

Railways in three major metropolitan areas

Tokyo Met. area（Within 50km of Tokyo Station）

Nagoya Met. area（Within 40km of Nagoya Station）

Osaka Met. area（Within 40km of Osaka Station）

102 50

0 00

05 00

0 00

07 50

0 00

0

10 000

000

12 500

000

15 000

000

17 500

000

20 000

000

22 500

000

25 000

000

昭和

30

35 40 45 50 55 60 平成

2

7 12 15

全国三大都市圏それ以外

－－

0

10

20

30

40

50

60

70

80

90

100

昭和25 30 35 40 45 50 55 60 平成2 7 12 15年度

％

Railway

Private car intersected railway in 1979.

単位：千人

Recent situation （2005）・Railway

・Private car

・Airplane

・Bus

27.7%

59.9%

5.9%

6.2%

Airplane Ship

(Unit: 1000 people)

Bus

Urban railways play an important role in passenger transport

Private Car

Mode share of domestic passenger transport.

(％)

1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005

Changing number of railway passengers

1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005

National

3 Major Metropolitan Areas

Others

11

Comparison of the facilities share rate of land passenger transport reveals that the railway transport share of Japan far exceeds that of major European countries.

Railway transport share by country

World-wide comparison of land passenger transport

UK

Private car

86.6%

(FY 2006)

Railway

7.0%Bus

6.3%

(FY 2005)

Japan Private car

63.9%

Railway

29.5%

Bus

6.6%

Germany

Private car

84.4%

Railway

9.2%

Bus

6.4%

France

Private car

84.1%

(FY 2006) (FY 2006)

Railway

10.7%Bus

5.2%

12

Share of railways in urban passenger transport

Railways account for nearly 50% of transport in the 3 major

metropolitan areas.

鉄道49.8%

自家用車40.6%

バス6.7%

ハイヤータクシー

2.9%

20 billion passengers/year53 million passengers/day

49.8%

Private car

6.7%

Railway

40.6%

Bus

Taxi

2.9%

Urban railways play an important role in Metropolitan Areas

13

Comparison of commuter transport of the major cities in the world

Urban railways play an important role in the Tokyo Metropolitan area

Railways account for nearly 74% of commuter transport in the Tokyo

Metropolitan area

74%

43%

52%

0% 50% 100%

東京

ニューヨーク

ロンドン

鉄道

バス

自動車

二輪車

徒歩

その他

Tokyo

New York

London

Railway

Bus

Private car

Motorbike & Bike

Walk

etc

14

Subway network in the Tokyo Metropolitan area

15

Transport capacities of subways in the Tokyo Metropolitan area

Tokyo Metro Company・Length: 195.1 km

・Lines: 9

・Stations: 179

・Passengers: 6.2 million/day

Bureau of Transportation Tokyo Metropolitan Government・Length: 109.0 km

・Lines: 4

・Stations: 98


Line name Train cars

×

Train/hour

Transport

capacity

（passengers）

Congestion

rate(%)

Ginza 6×30 18,240 168

Hibiya 8×28 28,224 164

Tozai 10×27 38,448 199

Chiyoda 10×29 39,872 173

Line Name Train cars

×

Train/hour

Transport

capacity

（passengers）

Congestion

rate (%)

Asakusa 8×23 22,080 133

Mita 6×19 15,960 164

Shinjuku 8.5×16 19,040 173

Oedo 8×19 14,820 178

○ Examples of transport capacities and

congestion rates for the Tokyo Metro Company

○ Transport capacities and congestion rates

16

Railway network in the Tokyo Metropolitan area

Length of all lines

in Tokyo Met. Area:

2,369 km

TokyoChiba

Narita

Airport

Kamakura

Omiya

Takao

Tsukuba

Haneda

Airport

Yokohama

17

Transport capacities of the East Japan Railway company (JR-E)

JR-East・Length: 7,526.8 km

・Lines: 70

・Stations: 1,703


Line name Train cars

×

Train/hour

Transport

capacity (passengers)

Congestion

rates (%)

Tokaido 13×19 34,348 191

Yamanote 11×25 40,700 205

Chuo (Rapid) 10×30 44,000 198

Keihin-Tohoku 10×26 36,400 209

Sobu (Local) 10×26 38,480 206

○ Examples of transport capacities and

congestion rates for the East Japan Railway company

18

Congestion rate in the Tokyo Metropolitan area

(%)

171

163

126

1975 80 85 88 93 98 99 2000 01 02 03 04 05 06 07

：混雑率

：輸送力（指数：50年度＝100）

：輸送人員（指数：50年度＝100）

80

90

100

110

120

130

140

150

160

170

180

190

200

210

220

230

Fiscal Year

Congestion rate

Transport capacity

Passengers

(Index: 1975=100)

(Index: 1975=100)

19

１００％１５０％１８０％２００％２５０％

● Target for reducing congestion (Target year: 2015)

The 3 major Metropolitan areas — Less than 150% in all sections.

Tokyo area — Less than 150% on average, and no more than 180% in all sections.

Target congestion rate

Full capacity is

reached.

Although uncomfortable

physical contact is made,

things the size of weekly

magazines, for example,

can read with some effort.

A newspaper can be

opened and read

comfortably.

A newspaper can be

read, but only if it is

folded

Whenever the train

shakes, people lean over,

movement is impossible,

and neither hands nor

legs can be moved.

20

Measures for reducing congestion

○ Transport capacity-building by:

・increasing the number of trains in operation

（improving signal equipment etc.）・quadrupling tracks

・increasing the numbers of train cars (longer trains)

○ Car improvements:

・ wider

・ six doors on one side

・ retractable seats

21

Cars with retractable seats

(peak time) (off-peak time)

Cars with six doors

The features of commuter cars （1）

22

The features of commuter cars （２）

Wider Cars

E233 system (wider)E209 system

Capacity/car: 140 → 148 （+8）

23

Ｂｒｉｎｇｉｎｇ cars with assigned seats into Commuter Trains

Shounan Shinjkuku Line

横浜

24

久喜

千葉中央

新松戸

2008 年（平成20 年）

津

Expansion of mutually connected operations ①1970 1980

1990 2008

(Tokyo Metropolitan Area)

25

Length of mutually connected operations


６２％

３８％

Total: 2,400km

Other: 1,480km

Mutually connected operations : 920km

249

426

535

0

100

200

300

400

500

600

700

800

900

1000

1970 1980 1990 2008

年代

相

直

延

長

（

k

m

）

各年の12月末現在の相直延長を表す。

（ただし、2008年は9月30日現在）

922

Expansion of mutually connected operations ②

Year

Le

ng

th (k

m)

As of December each year

（But for 2008, as of September）

Ratio of mutually connected operations

as of September in Tokyo Metropolitan Area

26

Expansion of mutually connected operations ③

久喜

千葉中央

Length of mutually connected operations


249

426

535

0

100

200

300

400

500

600

700

800

900

1000

1970 1980 1990 2008

Year

As of December each year

（But for 2008, as of September）

新松戸

新京成線東葉高速鉄道

2008

922

津

Le

ng

th (k

m)

27

Keisei & Hokuso line- Asakusa line – Keisei line

“Through Service” fromNarita Airport to Central Tokyo, Haneda Airport & Yokohama

Narita Airport

UragaMisakiguchi

Shin Zushi

Inba Nihon Idai

Keisei Ueno

Yokohama

Haneda Airport

Nishi

Magome

Shinagawa

Shinbashi

Expansion of mutually connected operations （case 1）

28

Limited express “Romancecar”

runs on Metro lines

Commuter train runs on business daysHon Atsugi→Kita Senjyu （1 train）Kita Senju→Karakida （1 train）Otemachi→Hon Atsugi （2 trains）

Sightseeing train runs on holidaysKita Senju⇔Hon Atsugi （1 round trip）Kita Senju⇔Hakone Yumoto （2 round trips）

New model

Started in March 2008

Expansion of mutually connected operations （case 2）

ー29ー

Kita Senju

Shinjuku

Yoyogi Uehara

Karakida

Machida

Odawara

Shin Kiba

Chiyoda line

“Romancecar” running on a Metro line.

New model, which can run on Metro lines, was introduced to connect the Odakyu line and the Chiyoda & Yurakucho lines.

Yurakucho line

Hakone yumoto

Hon Atsugi

29

Ⅲ．Basic policy for future development１．Promotion of barrier-free stations２．Elimination of “Non-opening level crossings” ３．Enhancement of the convenience with existing lines４．Upgrade of station areas５．Enhancement of airport access function

30

Strongly promoting the barrier-free concept

in stations that over 5,000 passengers use a

day.

Eliminating differences in floor-levels with elevators, etc. Platform doors

Promoting platform doors and platform

screen doors to increase the safety of all

people in stations, including the visually

impaired

Platform door

（Komagome Station）Platform screen door

（Nakano Sakaue Station）

By FY 2010, at almost stations that over 5,000 passengers use a day: i) differences in floor-levels should be eliminated with by setting elevators or escalators in stations that

have levels with over 5 m difference in height, andii) fall-prevention equipment should be installed, including platform doors, platform screen

doors & Braille floor tiles

Eliminating differences in levels at about 2,200 stations as of March 2009 (79%), among approx. 2,800 stations that over 5,000

passengers use a day

Set in 432 station ( as of Mar 2009)

※Braille tiles were installed at almost all

stations

Principle under the barrier-free law

Promotion of barrier-free stations

29% 33%39%

44%49%

56%

79%

67%63%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Ｈ１２末Ｈ１３末Ｈ１４末Ｈ１５末Ｈ１６末Ｈ１７末Ｈ１８末Ｈ１９末Ｈ２０末

Achievement

2000 2001 2002 2003 2004 2005 2006 2007 2008

31

Continuous grade separation project（JR Chuo line）

Before

After (artist’s impression)

32

Changes in level crossings

Before the enforcement of the Act on Promotion of Railway Crossings in 1961,

the number of level crossings was increasing in line with the extending railway.

After the enforcement, the number began to decrease.

Now: approximately 36,000 crossings in total (half the peak number)

Num

ber o

f level c

rossin

g

(1,0

00)

1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2004

Private company

33

Changes in Series grade separation

Grade separation has been increasing since 1975 in line with

motorization.

Now, the over 40% of all crossings use grade separation.

Nu

mb

er o

f gra

de

se

pa

ratio

n c

rossin

gs

(1,0

00

)

1975 1980 1985 1990 1995 2000 2003

Level crossings

Grade separation crossings

Ratio of Grade separation

Ra

tio o

f gra

de

se

pa

ratio

n c

rossin

gs

34

・ “Non-opening level crossings” are closed

over 40 min per hour at peak times

・About 600 in Japan (half are in Tokyo, 98% are in 3 metropolitan areas

◇Regional ratio

Promotion of the continuous grade separation project

Elevating rail lines to eliminate

level crossings.

Situation

Non-opening level crossings cause chronic traffic congestion/accidents.

Issues

Continuous grade separation project

Solution

Others:2%

Tokyo:47%

Osaka:20%

Other

metropolitan

areas:31%Approx.

600

35

Distribution of non-opening level crossings in Tokyo

JR Chuo line

Mitaka - Tachikawa

Railway lines

Grade separationNon-opening level crossings

36

Continuous grade separation project（JR Chuo line, Mitaka - Tachikawa）

Effect of crossing at Koganei street

Closed:14 hrs

Blocked traffic :44,436 cars

○Peak time (AM 8:00 – 9:00)

Closed: 56 min

○one day

The problem is resolved

Section

Cost:180 billion yenPeriod: 1999 to 2011

Scheme

Operator

15%（※）

Central government : Local government

（※）It depends on the financial capacity of the local government (ranges from 10% to 15%)M

itak

a

Ta

ch

ikaw

a

1 : 1

37

Reducing travel time

Detour

Transfer Linkage

Detouring to a distant

transfer is necessaryTravel times are reduced

through building link lines

38

Building link lines to utilize existing urban railway networkLinkage from Nishiya to Hiyoshi

〔Travel time〕before⇒ after （cut time）〔transfer time〕

Futamatagawa – Meguro 54min⇒38min (16min) 〔2⇒0〕Yamato – Shin Yokohama 42min⇒19min （23min）〔1⇒0〕

Ebina

Shinagawa

Shinjuku

Tokyo

Ｏｄａｋｙｕ Odawara Line

Tokyu Toyoko line

Denen Chofu

Hiyoshi

Nishiya

Yokohama

Nearby Yokohama Uzawa sta.

ＪＲ Tokaido freight line

ＪＲ Tokaido Line

Meguro

Shin Yokohama

ＪＲ Yokosuka line

Shibuya

FutamatagawaSotetsu line

Sotetsu Izumino line

Yamato

Reducing travel time （example）

○Project cost: about 264 billion yen

○Period: 2006 to 2018

Linkage

39

1. Purpose

Promoting utilization, and upgrading

a transportation node with matching

buildings and bus terminal around the

station

2.Plan

(1)Project cost:13 billion yen

(2)Construction period : 2005 to 2012

Transfer of

traffic volumeTo ＪＲ・Hankyu・

Metro

To ＪＲ・port liner

Existing Path

New path

New ticket gate

Bus terminal

Expansion of platform

Barrier free

Trigger to new urban

development

Sannomiya（Hanshin line）

Strengthen collaboration with other transportation & urban development

40

Collaboration- Case of urban railway station and public service

The new Tokyu hospital was built above the Ookayama station of the Tokyu Oimachi and Meguro lines.

Community medical facility

Community involvement

Hospital located above a station

○Installing anti-vibration devices to

enable safe medical activities

41

Case of commercial facility in a subway station

・Powder room ・Wine bar/bistro

Eｃｈｉｋａ（Tokyo Metro）

42

Keisei Takasago

Nippori

Keisei Ueno

Shinagawa

Haneda Airport

KomuroInba Nihon Idai

Narita

Airport

Hokuso line(operator & infrastructure)

Chiba Newtown rail

(operator)

Narita Rapid Rail Access

(operator)

Narita Airport Rapid Rail

(operator)

Keisei Electric Railway (infrastructure)

Kiekyu Kamata

Tokyo

Reduced travel time (Nippori to Narita Airport)

Before: about 51 min ⇒After: about 36 min

○New line construction (Inba Nihon Idai to Narita Airport: 19.1㎞) &

Hokuso line improvement（Keisei Takasago to Inba Nihon Idai: 32.3km)

○Constructor & Operator: Narita Rapid Rail Access Co., Ltd & Keisei Electric Railway Co., Ltd○Project cost: 126 billion yen (Subsidy: 45 billion, Contribution: 26 billion, Investments: 20 billion, Loan: 35 billion）

※Subsidy scheme: the subsidy for airport access railway (Central/Local government: one third each )

○Opens in FY 2010

Narita airport access railway

43

Distance / Travel time between city center and airport in other countries

日暮里(成田･京成)

大阪(関空･南海)

品川(羽田･京急)

名古屋(中部国際)

新大阪(関空･JR)

東京(成田･JR)

浜松町(羽田･ﾓﾉ)

ｼﾝｶﾞﾎﾟｰﾙ(ﾁｬﾝｷﾞ)

ｿｳﾙ(金浦)

ﾛﾝﾄﾞﾝ(ﾋｰｽﾛｰ)

ﾛﾝﾄﾞﾝ(ｶﾞﾄｳｨｯｸ)

ﾊﾟﾘ(ｼｬﾙﾙ･ﾄﾞ･ｺﾞｰﾙ)

ﾁｭｰﾘｯﾋ(ｸﾛｰﾃﾝ)

ｺﾍﾟﾝﾊｰｹﾞﾝ(ｶｽﾄﾛｯﾌﾟ)

ﾌﾗﾝｸﾌﾙﾄ

(ﾌﾗﾝｸﾌﾙﾄ)

ﾛｰﾏ(ﾚｵﾅﾙﾄﾞ･ﾀﾞ･ﾋﾞﾝﾁ)

ﾐﾗﾉ(ﾏﾙﾍﾟﾝｻ)

ｵｽﾛ(ｶﾞﾙﾃﾞﾓｴﾝ)

ｸｱﾗﾙﾝﾌﾟｰﾙ

(ｸｱﾗﾙﾝﾌﾟｰﾙ)

ｼﾄﾞﾆｰ

(ｼﾄﾞﾆｰ)

香港(ﾁｪｸ･ﾗｯﾌﾟ･ｺｯｸ)

上海(浦東)

0

10

20

30

40

50

60

70

80

90

0 10 20 30 40 50 60

直線距離(㎞)

所要

時間

(分)

国内アクセス鉄軌道

海外アクセス鉄軌道

仙台（仙台）

Nanba（Kanku）

Shin Osaka（Kanku）

Seoul（Incheon）

Longer time

Longer time

Tra

ve

l tim

e (

min

)

Direct distance (km)

Airport access railway in Japan

Airport access railway in other countries

Tokyo（Narita)

Nippori (Narita)

Shinagawa

（Haneda)

Sendai

Nagoya

SingaporeFrankfurt

Zurich

Copenhagen

London

London (Heathrow)

Shanghai

Sydney

Hamamatsucho

（Haneda)Shanghai

Paris

Seoul（Gimpo）Rome

Oslo

Kuala Lumpur

London (Gatwick)

Milano

44

Keihin Electric Express line⇔Asakusa line⇔Keisei line

※Limited express between Inchon and Gimpo : 28minDistance Travel time (earliest) Trains/day

Haneda → Narita 90.6km 1h47m （scheduled speed:51km/h） 5Narita → Haneda 2h2m （scheduled speed:45km/h） 2

Through-service between Narita and Haneda (current)

※Narita/Haneda limousine:75min (44-51 busses / day)

京成本線

日暮里

品川

京急蒲田

京成高砂

羽田空港

東京

成田空港

成田新高速鉄道短絡線整備

空港第２ビル

ＪＲ成田エクスプレス泉岳寺

京成上野押上

品川

泉岳寺

押上

東京

短絡線の整備イメージ

Targeted travel time (under consideration)

Narita – Haneda around 50 min

Tokyo – Narita around 30 min

Tokyo – Haneda around 20 min

Improvement of access between central Tokyo and Narita / Haneda Airports

Scheduled to be opened in 2010

Narita Airport

Narita Express

Haneda Airport

Tokyo

Tokyo

After the improvement (Not to scale)

Keisei line

Narita Rapid Rail Access

Kuko

dai ni biruKeisei

Takasago

OshiageKeisei Ueno

Nippori

Linkage

Sengakuji

Shinagawa

Kiekyu

Kamata

Shinagawa

Sengakuji

Oshiage

45

Current Shinkansen network

<Scheduled completion year>

FY 2015

FY 2010

FY 2014

FY 2008

FY 2010

About ten years after the license

was issued in March 2008

Nigata

Omiya

OsakaTokyo

Kagoshima Chuo

In operation since Mar 2004

Nagasaki

Hakata

○Nanetsu-Tsuruga

○Around Fukui Station

Kyushu line（Nagasaki route）

○Hakata-Shin Yatsushiro

○Isahaya-Nagasaki（ superexpress ）

Free Gauge Train（superexpress ）

(130km)

(21km)

(45km)

Takeo

○Takeo-Isahaya

(31km)

Isahaya

○Kanazawa-Nanetsu

In operation since Dec 2002

Tohoku line

Morioka

Hachinohe

Shin Aomori

Shin Hakodate

Sapporo

○Shin Hakodate-Sapporo

○Shin Aomori-Shin Hakodate

Hokkaido line

Hokuriku line

Nagano

TakasakiNanetsu

Tsuruga

Fukui

ToyamaKanazawa

(211km)

(149km)

(82km)

(68km)○Toyama-Kanazawa

(170km)○Nagano-Toyama

○Hachinohe- Shin Aomori

(86km)

Kyushu line(Kagoshima route）

Shin tosu

○ Hokkaido Shinkansen

Shin Aomori－Shin Hakodate

○ Tohoku Shinkansen

Hachinohe-Shin Aomori

○ Hokuriku Shinkansen

Nagano-Kanazawa

Around Fukui station

○ Kyushu Shinkansen (Kagoshima

route)

Hakata－Shin yatsushiro

○ Kyushu Shinkansen (Nagasaki route)

Takeo－Isahaya

Construction section based on the Agreement

In operation since Oct 1997

○ The priority of each project is decided based on an

“Agreement Between the Government and the Ruling party” (Dec. 2004)

In operationUnder constructionConstruction startedPlanning (applied for construction plan)Planning (not applied for construction plan)Current network

LegendShin Yatsushiro

46

Digital ATC (D-ATC)

Lines installed D-ATC: JR Yamanote line, JR Keihin Tohoku line (Minami Urawa –Tsurumi), Shinjuku line

(Tokyo Metro)

Ｄ－ＡＴＣ

New efficient train control system that transmits a distance signal to trains via the track circuit rather

than a speed control signal

Merits・Efficient brake control can shorten headway and travel time.・Smooth braking can make the ride comfortable.・Onboard device permits efficient control of trains, whose brake performance is varied— no need to change ground device.・Latest general-purpose technology can realize a compact and low-cost ground device.

Traditional ATC D-ATC

90（km/h）

60

30

0

90 signal 60 signal 60 signal 30 signal 0 signal

Speed control

signal

Actual

speed

Control under

60km/h

Stop decelerating at under

60km/h

Keeping under

30km/h

Transmit control signal from ground device to onboard device Transmit “stop point” from ground device to onboard device

Decelerating Decelerating Stop

Speed pattern

（onboard device）

Actual speed

Automatically braking

when actual speed

exceeds speed pattern-Smoothly braking

-Secure stop

before stop point

Stop

Decelerating

Calculation of

speed patternSpeed controlsignal (analog signal)

Digital signal(Stop point) Stop point

47

Digital ATC (D-ATC)

Lines installed D-ATC: JR Yamanote line, JR Keihin Tohoku line (Minami Urawa –Tsurumi), Shinjuku line

(Tokyo Metro)

Ｄ－ＡＴＣ

New efficient train control system that transmits a distance signal to trains via the track circuit rather

than a speed control signal

Merits・Efficient brake control can shorten headway and travel time.・Smooth braking can make the ride comfortable.・Onboard device permits efficient control of trains, whose brake performance is varied— no need to change ground device.・Latest general-purpose technology can realize a compact and low-cost ground device.

Traditional ATC D-ATC

90（km/h）

60

30

0

90 signal 60 signal 60 signal 30 signal 0 signal

Speed control

signal

Actual

speed

Control under

60km/h

Stop decelerating at under

60km/h

Keeping under

30km/h

Transmit control signal from ground device to onboard device Transmit “stop point” from ground device to onboard device

Decelerating Decelerating Stop

Speed pattern

（onboard device）

Actual speed

Automatically braking

when actual speed

exceeds speed pattern-Smoothly braking

-Secure stop

before stop point

Stop

Decelerating

Calculation of

speed patternSpeed controlsignal (analog signal)

Digital signal(Stop point) Stop point

48

Session 3B

Mr. Inoue, Kenji

Symposium on International Experiences in the Development of Regional Commuter Rail Systems

Japan

News & Politics

Transcript of Japan