Special feature article Direction of Future Research and Development: Targeting the Creation of New Customer Values Takashi Endo General Manager of Technology Planning Department, and Executive Director of the Research and Development Center of JR East Group, East Japan Railway Company
Six challenges have been established for the creation of new customer value. Placing more emphasis on research and development has been included in those challenges, and we aim to make innovations in our business through technology (Figure 1).
Creation of New Customer Value
Challenge for safe Creating Improvement and stable new stations of convenience transport for the and comfort 21st century
Six Challenges 1 Introduction Growth in the livelihood Providing This speech, entitled "Direction of Future Research and Development: service new services Promotion through Suica business of research Targeting the Creation of New Customer Values" will discuss the and future direction of the research and development department of the development JR East Group and the areas that will be emphasized in research and Fig. 1: "Six Challenges" that Aim at Creating New Customer Value development. It is exactly three years since the Research and Development Center of JR East Group was established. The concrete results of our In breaking down the future direction of research and development, research and development are gradually taking shape. It can be said we believe that there are four points of focus when the viewpoints of that this is a result of concentrating all of our research and the changes in the railroad environment and how to cope with those development organizations into a single organization and having all changes are considered. members work in the same direction. We also owe much to the First, railroads must establish and secure their superior many people from different fields who have cooperated with us. I competitiveness in the transportation market to cope with competition would like to take this opportunity to thank all of you. from other sources of transportation. Second, railroads must also establish a new business paradigm to cope with the projected decline in the working age population. Third, we must provide more 2 The Direction the Research and Devel- opment of the JR East Group is Aiming diversified services to account for the greater diversification of On January 24, 2005, we announced a new mid-term management customer tastes. Fourth, we must consider how to meet both our concept called New Frontier 2008 for the period from fiscal 2005 to social responsibilities and grow as a company because of the greater fiscal 2008. social responsibilities placed upon companies. In order to meet these Within the New Frontier 2008, we have established the three demands, there must be a drastic change in railroad systems. following reforms: Reform in awareness to realize service from the In order to achieve a change in railroad systems, we have established viewpoint of the customer; business reform to create a strong and five goals for our research and development (Figure 2). sturdy corporate group; and management reform to achieve our social The first is further improvement in safety and stability. The second is responsibilities and realize continued growth. This has been set as improvement in convenience and comfort. The third is promoting the basic direction of our management. cost savings. The fourth is making greater contributions to the global The creation of new customer value and demonstrating the environment. The fifth is new developments in stations. We feel that comprehensive ability of our group have also been established as stations are especially important because they are not simply places important management objectives. where passengers embark and disembark from trains. They are our
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greatest management resource where many passengers gather, and to clarify the mechanism that led to the derailment. We shall we believe that we must put an emphasis on that from the point of continue to work with related organizations to come up with view of research and development. We shall now organize our major measures to prevent derailing, and other measures to minimize tasks according to these five goals. injuries and damage even if another derailment should occur (Figure 3).
3 Improvement of Safety and Stability 3.2 Early Return to Normal Schedules With regard to improving safety and stability, we shall work in If a problem in transportation should occur in the greater Tokyo area conjunction with "The Safety Plan 2008" which started in fiscal 2004 to in which the schedules are extremely tight, one of the biggest promote research and development for further improvements in the problems we face with regard to customer service is how quickly we safety and stability of railroads. can return to normal schedules. In such cases, an especially important factor is the quick communication of instructions to the Five Goals that Research and Development is Aiming At crew. Conventionally, such communication was done through train radios and by having station crew hand the train crew regular
Safety and stability instructions on paper. We developed a data transmission system using the NTT packet communications network where instructions from the command headquarters are sent to on-board engineer Convenience Cost reductions and comfort Changing monitors. This system was introduced to the regular Chuo Line in the railroad system April 2004. The effectiveness of this system after using it for about a year is Contribution to shown in the bar graph in Figure 4. Compared with fiscal 2003 the global New developments environment in stations before the system was introduced, there were a number of accidents along the regular Sobu Line resulting in injuries or death in fiscal Fig. 2: The "Five Goals" that Research and Development of the JR East Group is Aiming At 2004, too. However, on the average, the number of delayed trains was reduced by about 65 percent, and the total down time was 3.1 Measures for Large-scale Earthquakes reduced by about 80 percent. In the future, we shall introduce this The derailing of a Shinkansen train by the Niigata-Chuetsu earthquake system throughout the company, centering on the Tokyo area, on October 23, 2004 was the first time that a Shinkansen train was together with the expansion of the digital network throughout our derailed since it started regular operation. Therefore, an internal company. special investigating committee was immediately established to make In the future, we shall further utilize information technology to a thorough examination of the accident site and, currently, it is trying
Clarifying the Derailment Mechanism during Earthquakes and Total Operations Support System Establishing Measures Six C Quick communication Thorough examination of the derailment and damages, of information to crew and collecting of data Notification com- munication system
Support for Clarification of the derailment Niigata-Chuetsu Earthquake operations work mechanism through analysis of Overview of the notification Operation organization sup- communications system the data collected port system for train crew Effectiveness of the introduction of the system • Analysis of data • Conducting simulations After April 2004: Start of use on and verification introduction the regular Chuo Line Automation of operation organization Reverse organization system Aiming to introduce the system • Derailment measures for operations cooperation throughout the company • Measures to minimize Various simulations Clarification of the mechanism injuries and damage Number of delayed trains To tal down time Average for accidents leading to injuries or death that occurred on weekdays from April to December
Fig. 3: Measures for Large-Scale Earthquakes Fig. 4: Early Return to a Normal Schedule
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support operations work and to automate operational preparation, conventional signal cables will be replaced by optical cables and thereby modernizing this type of work. optical LAN systems. Signals and points will have built-in control terminals, so that the entire system can be converted to a digital 3.3 Innovations in Signal Systems communication system. Estimates show that the number of cables Signal systems are extremely complex railroad operation systems that can be reduced by about 40 percent, and that cabling work can be include interlocking, train control, train detection and information reduced by about 80 percent (Figure 6). communications logic. With regard to ATACS, it is a train control system that uses radio. With regard to train control, new digital technologies such as ATS-P Research and development of this system has been viewed in the and digital ATC have been introduced for a certain degree of long term from its basic testing phase, and innovations in future signal innovation. systems have been considered. A land system was introduced on the We have now started a development project to replace existing Senseki Line for testing purposes. On-board equipment was installed information communication systems with a digital communication in all trains, and for a year and a half from the fall of 2003, prototype system that uses optical cable as the next step. For the middle to tests have been conducted (Figure 7). The practicability of the system long term, we are considering the use of distributed interlocking and has been confirmed, and now we shall start preparation for the full- the use of radio for train control among other innovations (Figure 5). scale adoption of this system. The following is an introduction of these two initiatives. This ATACS is equivalent to level 3 ETCS in Europe. This technology is still in the conceptual phase in Europe, so that it can be said that • Improvement of customer satisfaction by securing the stability of transport
Item Present Short-term Medium to long-term world.
Interlocking Centralized Centralized Distributed units Land signal systems Combined land signals and Land signal systems (next-generation ATS-P) on-board signals Goals of ATACS (ATS-P) • Reduction of cable equipment through (next-generation ATS-P) • Train control using radio Train control the introduction of digital communication (Radio systems) • Simple configuration with For the realization of an existing train control system in the future (radio on-board train signals) units a mainly on-board system On-board signal systems On-board signal On-board signal systems • Reduction of land signals (next-generation D-ATC) (next-generation D-ATC) Safety control systems (Radio systems) Parallel operation of • Reduction of cable equipment through trains on a single track for maintenance (D-ATC) the introduction of digital communication ATACS • Mainly an on- Track Track circuits board system Train detection circuits (partial • Reduction Speedof generator units (partial speed generators) land systems Interval speed generators) control Crossing Radio control Optical cable Optical cable Information Metal cable communication Network signal control systems (station, between stations) Route Radio control Radio unit pathways • Reduction of cables, reduction of cabling work, simplification of preparatory testing unit
Fig. 5: Innovations in Signal Systems ATACS operating Local unit panel monitor screen Local unit
Goal • Reduction of cables. Reduction of cabling work. Central unit • Simplification of testing • Early implementation
Features Interlocking unit, Cabling brackets Fig. 7: Test Overview of the ATACS Prototype • The vast number of signal cables are to be replaced by optical LANs for data communication. • From the checking of individual wiring to the checking of only terminal IDs. Improvement of Convenience and 4 Comfort Effects • Improvement in the ease Optical line of installation terminator 4.1 Shinkansen: The Number One in the World • Reduction of on-site testing Optical cable Control With respect to Shinkansen, we are aiming to create a train at the [Example of the effects] terminal • Cable => Reduced by about 40 percent • Cabling work => Reduced by about 80 Control terminal world top level by improving the running speed, compatibility with percent (built-in equipment) * Estimated at Ofuna Station (92 paths) Power cable the environment, comfort, and reliability. Our efforts to improve the speed of Shinkansen were started in April Power supply box Fig. 6: Network Signal Control System 2002 with the establishment of a company-wide High-Speed Promotion Project. Specifically, the Research and Development With regard to network signal control systems, the vast numbers of Center has been at the center of developing elemental technology and
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conducting high-speed tests with existing trains (Figure 8). the stopping distance to cope with emergency situations, such as At present, we are summarizing the results so far, and have started to earthquakes. In addition, the length of the nose is about 16 meters, design a high-speed test train. The coaches for wide-gauge only which is much longer than the conventional Shinkansen trains. This should be completed in June 2005, and the coaches for both wide- is a result of our efforts to reduce the minor tunnel pressure waves. gauge/narrow gauge should be completed in the spring of 2006. Coaches for wide-gauge only, eight car configuration (6M2T) Coaches for both wide-gauge/narrow-gauge, six car configuration (5M1T) After these test trains are completed, we are planning large-scale running tests from fiscal 2005 to fiscal 2007. The results of these tests Nose shape that reduces Improved quietness on trains minor tunnel pressure waves Improved ride when shall be reflected in the future production versions and in improving rounding curves land-based equipment. Floating floor construction Improved sound insulation windows Improved sound insulation Present time car construction Pneumatic spring Fiscal year: stroke type body tilt unit Noise reduction Establishment of the Improved high-speed stability and ride High-Speed Promotion Verification Project (April 2002) using simulation f Reflecting results on production trains and or improving land equipment models, etc. Fiscal 2005 to 2007 Running tests using high-speed test trains: Axle suspension bracket, Support plate support using Axle suspension bracket, body Verification Pantograph sound Single-sided low Sound absorbing construc- Overall low noise tow link system vibration-reduction rubber support tension system using test bed insulation panel noise pantograph tion in the lower body covering Next-generation high-speed truck, active turbulence control Development testing, etc. of elemental technology Improved comfort Improved comfort Verification by temporary installation in current trains • Design and production of high-speed test trains Fig. 10: Overview of the High-Speed Test Train (2) High-speed Acquisition running tests E954(Coaches for wide- (current trains) of basic data gauge only) (Scheduled completion date: June 2005) These test trains are not only about the pursuit of high-speed Consideration of the E955 (Coaches for both wide-gauge/ overall configuration narrow-gauge) (Scheduled of the train system completion date: spring 2006) technology. We have also considered the comfort in the trains to Accumulated data • Design and installation of meet the diversified values of passengers. We have used a future (STAR21, etc.) improved land equipment forecasting technology methodology called TRIZ to study what kind Fig. 8: Background of the Process in Developing a High-Speed Shinkansen of interior space we can offer Shinkansen passengers over the next five to ten years (Figure 11).
Figures 9 and 10 show overviews of the high-speed test trains. Future forecasting (TRIZ used) Diversified values of passengers Changes in the social environment The trains consisting of coaches for wide-gauge only will be eight-car (Fewer children, aging population) Emphasis on individualism Genuine item oriented Trends in passenger needs (Leisure oriented, comfort) Realization of passenger needs configurations. The trains consisting of coaches for both wide- Self-realization Nature oriented Design trends Creation of added value (Universal design) Evolution of technology Health oriented gauge/narrow-gauge will be six-car configurations. The goal is stable (Information oriented society) high-speed operation at the 360 km/h level, however, the test trains Air conditioning unit with built-in ventilation unit themselves have been designed to maintain a high-speed Lavatory design Optimized air conditioning performance of 405 km/h. Odor prevention Optimization of function, humidifying/ Low-noise unit, One of the features of the high-speed test trains is the reduced humidity distribution dehumidifying function comfort control emergency braking distance. This is a result of our efforts to reduce Interior design Space in which each passenger Coaches for wide-gauge only, eight car configuration (6M2T) Coaches for both wide-gauge/narrow-gauge, six car configuration (5M1T) can pass the time according Improved functions for ladies' lavatories to his/her needs – Relaxing, liberating – Improved seats for more comfort Achieving a well-illuminated area that is refreshing Fig. 11: Innovations in the Interior Space High-speed, power High output, small, lightweight, collection pantograph Assuring the reliability Snow guards low noise main circuit systempower of truck components 4.2 Increasing Value of Conventional lines
Multiple piece contact plate Shape around the truck designed Improving value of conventional lines in addition to the Shinkansen is Highly reliable axle bearings to inhibit adhesion of snow and drive units Synchronous motor High-speed (self-ventilating cooling system) a very important part of our management strategy. We are currently brake unit Reduced emergency braking distance Radiator conducting marketing studies to create goals and we are also Running air considering the research and development necessary to achieve the Cerajet, etc. Improved running Forced circulation, liquid-cooled CI goals. Specifically, we hope to improve the overall added value for speed (Cooling system using motion-induced wind) Assuring reliability conventional lines by reducing the time needed to reach destinations, Fig. 9: Overview of the High-Speed Test Train (1) JR EAST Technical Review-No.6 035 Special feature article
further improving comfort, and creating attractive interior spaces in emphasis on optimizing the boundary areas, developing trains and cars on conventional lines (Figure 12). equipment that require little maintenance, and the computerization of inspections and maintenance work (Figure 14). Creating concrete goals Research and development for the realization of the goals through marketing Improved maximum speeds We have placed a special focus on rails and wheels, and overhead Reduced time to destination • Reduced time to destination Improved speeds along curves wires and pantographs which are called the boundary areas of • Improved comfort Improved ride • Attractive interior space Improved comfort Improved quietness Etc. railroad systems. In addition to finding ways to optimize these areas, Creating attractive Future oriented interior space we are also looking into ways to lengthen the life of rails. interior space Providing services by using IT
Optimizing Low maintenance trains Computerized inspections • Understanding needs through market research the boundary areas and equipment and maintenance work • Future forecasts of competing transportation systems • Cost-performance analysis
Realization of added value for conventional lines
Fig. 12: Higher Added Value for Convetional Lines
Next-generation turnouts and switches Low-maintenance tracks for various lines
One example of our efforts is in reducing the time to destination. Improving the maximum speed also means reducing the braking distance. This is a critical path in train design. Improving the speed when rounding curves is especially important for conventional lines, Rail management methods to lengthen the life of rails High-performance snow plows and improving the ride and reducing the lateral pressure on tracks at Fig. 14: Innovations in Maintenance that time are two of our goals. To that end, we are developing a new body tilting mechanism and steering truck (Figure 13). 6 Contributing to the Global Environment
Improved maximum speed => Reduced braking distance Configuration-wide control of glide control Cerajet Magnetic viscosity active vibration control We are developing a hybrid system called NE Trains. The system itself was completed in fiscal 2003. In fiscal 2004, we installed a long- life, high-performance lithium ion battery to conduct tests in mid- summer and mid-winter. We are now at the phase of designing an operation system (Figure 15). Improve curve speed => Improve ride over curves, reduced lateral pressure on tracks With respect to AC trains, direct drive motors (DDM) have been one Development of body tilt mechanism Development of a steering mechanism Guide Pointing the axle towards the rail center of the curve => Steering Actuator of the key technologies. We are currently in the design phase of the Height of center of Height of center of • Reduced lateral pressure gravity of the car Height of the gravity of the car Controlling pantograph Body tilt center of tilt control unit • Reduced wear on wheels and rails support mechanism Steering trucks first production unit of a next-generation commuter train that is based Height of the Controlling [Reference: Example of the effect of reduced lateral pressure by steering trucks] center of tilt body tilt Link system Pneumatic spring system Optimization of the link or pneumatic spring system Pantograph attitude to alleviate the centrifugal force when rounding curves control for tilting cars Practical NE Trains Hybrid drive system Fig. 13: Reducing the Time to Destination for Existing Line Limited Expresses Main converter unit • Realization of a hybrid system Inverter Converter • Energy savings of about 20 percent, Generator Diesel Diesel reduced harmful emissions engine fuel Auxiliary power • Reduced noise in stations supply unit • Realization of acceleration performance Wheels Main motor 5 Cost Reduction Main circuit on par with electric trains battery • Low maintenance When trains and land-based equipment are combined, railroads can Practical AC Trains be thought of as a gigantic device industry. The great amount of • Adoption of highly efficient direct drive motors maintenance work required for those devices and improving cost • Interior that aims at zero emissions performance are major tasks for management. This is why we have Practical next-generation commuter trains been involved in innovation in maintenance. We are currently DDM (direct drive motor) Interior aimed at zero emissions working on many aspects of labor-saving technology, with an Fig. 15: Practical NE Trains and AC Trains
036 JR EAST Technical Review-No.6 on an AC train (Figure 15). [Goal] • Realization of a "touchless" gate system that is more convenient than Suica Use of UHF band IC tags Tag Image Shortwave band 13.56 MHz UHF band tag 7 New Developments in Stations Shortwave band UHF band Microwave band wireless LAN About 6 cm Communication range Short Long Processing speed Slow Fast About 1 cm Wrap around Big Small 7.1 Evolution of Ticketing Moisture Strong Weak [Advantages of UHF band IC tags over Suica] • Communications range: Long Figure 16 shows an image of the evolution of ticketing. The number • Processing speed: Fast • Radio wave wrap around: Little of Suica cards that have been issued already exceeds 10 million. The IC chip Antenna [Advantages] developments are very dynamic, and in the future there will be • No need to hold the ticket up against the gate. • Possibility of a navigation function. mobile Suica and interconnected use of cards within the Kanto region. => Improved convenience
Development of this technology was started about 15 years in a Fig. 17: Touchless Gate System corner of a laboratory with the single purpose of trying to use IC cards for ticketing. We believe this is an excellent example of the 7.2 Comfortable and Environment-Friendly Stations importance of looking at a new technology, and gradually developing We have three development concepts with respect to comfortable and that technology for a specific purpose over five, ten or even more environment-friendly stations. The first is a comfortable station, the years. second a safe station, and the last is a station that is compatible with The Research and Development Center of JR East Group is not the environment. stopping at the Suica cards. We are aiming at technology such as With regard to comfortable stations, we are concentrating on gates that do not require contact with the Suica cards, and even ubiquitous networks, universal design and making stations themselves technology that will lead to gateless entrance and exit. more comfortable in our research. We hope to create a Smart Station Figure 17 shows a conceptual diagram of a touchless gate system. (Figure 18). We are currently conducting research on cards that use IC tags in the An easy to understand station • Providing schedule information to passengers UHF band. Suica cards are also a type of IC tag, but they use the • Next-generation signs and information systems that use information technology shortwave band so that they require contact with the gates. If the • Station navigation that suits the passengers situation UHF band that is an ultrasonic bandwidth (about 950 MHz) can be used effectively it has many advantages, such as longer An easy to use station A comfortable station • Reduced movement • Optimized temperature, sound, communications range, faster processing speed, and no wrapping • Realization of universal design odor and visual environment
Meals Shopping Te mperature Rest Visual environment environment around of radio waves. This means in the future it may be possible • Illumination • Te mperature environment • Design in a station Universal Ticket Boarding and to pass through a gate simply by having a card on your person and purchasing Design disembarking Transfers Odor environment Movement Sound environment • Awareness of • Station noise odors Communi- • Easily audible public Hygienic without holding it against the gate. We also believe that it might be Movement cation environment assistance announcements • Station noise • Hygienic awareness in the station possible to help in navigating stations, etc. Realization of a Smart Station
Fig. 18: A Comfortable Station (Smart Station) Gateless Touchless Suica When it comes to safe stations, there are studies that show that about Magnetic tickets 19 percent of customers who use stations are afraid of being involved No need No need to for gates touch gates in a crime. In order to cope with this fear, we shall start research on Touch and go equipment such as bidirectional warning systems for customers and Magnetic tickets are inserted hazard detection using image monitors. With regard to the non- Present Near future Future physical aspects, we shall utilize environmental psychology and Manual 1980s, communications strategies to achieve Secure Stations (Figure 19). 1990s Paper tickets The multiple functions and diversification of stations has led to their increased energy consumption. Therefore, in order for stations to be Fig. 16: Conceptual Diagram of the Evolution of Ticketing JR EAST Technical Review-No.6 037 Special feature article
possible in stations and under viaducts. We are involved in the Stations: A place where 19 percent of the people are afraid of being involved in a crime. reduction of noise and vibrations in the spaces under viaducts, in the In addition to safety measures (physical), measures to make customers feel secure (psychological) are necessary. reduction of construction costs and improved livability for artificial
Establishment of Application of environ- ground to achieve our goals of both cost reduction and improved bidirectional channels Installation of equipment mental psychology Communications strategy comfort (Figure 21).
Station environments and Specifically, there are various techniques available, such as the driving crime: Verification of their relations with fears
Design based on of piles into very small spaces and the suspended vibration isolation Examination of actual environmental station conditions psychology Use the Emergency Stop button for emergencies on platforms! Verification of Monitors station crime-prevention construction method for buildings under viaducts similar to that measures
Safety measures based on Hazard detection system Crime-prevention-environment Establishment of effective methods adopted at the Hotel Dream Gate Maihama. We hope to adopt these the construction of design for stations based to publicize security bidirectional notification systems using monitored images on environmental psychology measures to customers technologies for actual stations (Figure 22). Realization of Secure Stations Fig. 19: Stations where You can Feel Safe (Secure Station) Improved support of the small pile construction method (BH piles) Suspended vibration isolation construction method for buildings under viaducts A pile driving construction method that allows construction in small areas. A construction method that reduces noise and vibration under viaducts. Filling bag for BH piles Upper vibration- able to be environment friendly, energy-saving technology and proofing rubber L-shaped steel frame Suspending effective energy management are very important. We also hope to material realize Eco Stations that effectively utilize natural wind, rain water, Lower vibration- and natural light (Figure 20). proofing rubber
Development of energy-saving elemental technology • Securing cleanliness through pollution prevention processing • Cooling from walls, etc. through the evaporation effect
Fiscal 2003: Used in the Nishifunabashi Cosmos Plan Introduced at the Hotel Dream Gate Maihama Introduction of energy management Fiscal 2004: Being used in widening the Nishikawaguchi free passage (opened February 2004) • Control of power energy used for escalators, etc. • Effective temperature control in stations Fig. 22: Technologies to Realize Service Providing Spaces
Effective use of natural energy, etc.
– Cost Reduction and Improved Comfort – railroads themselves can evolve. Although advanced technology is Realization of viaducts and artificial ground that makes various types of businesses possible diversified and wide ranging, we would like to present a list of
Utilization of technologies that we have seen ourselves and which we believe can neighboring buildings Improved viaduct be applied to railroads in the future. structures
Rational floor construction methods Improved building 8.1 Fuel Cell Technology structures Of the new energy technologies, we have focused on fuel cell Vibration-proofing and Elimination of underground Improved structural vibration isolation structures performance of piles technology. In an attempt to apply this technology to railroads, we
Construction cost reduction and improved Effective use of space under viaducts through are attempting to install fuel cells in trains as the propulsion system. livability of artificial ground the reduction of noise and vibration reduction —The goal is a construction cost of 500,000 yen/m2 —The goal is a noise reduction level of 10 dB(A). Although there are still many things that need to be resolved with regard to fuel cells, we believe that if they are used intelligently that Fig. 21: Construction of Service Providing Spaces
038 JR EAST Technical Review-No.6 they will help reduce land infrastructure and make it possible to Display technologies such as LCDs and plasma displays are rapidly effectively use the space above and below tracks. developing. However, a great deal of attention is on the organic EL We have a test train called the NE Train, and we hope to develop this that is believed to be the next generation of displays. Basic research utility technology by using this NE Train as a development platform on this technology has reached a certain level, and many prototypes (Figure 23). and application examples have been announced.
Examination of the development of the hybrid train to a fuel cell train Although we are not involved in the development of this technology
(Fuel cell train concept drawing) High-pressure Fuel cell propulsion system hydrogen tank specifically, we are considering various uses, such as display media in Main converter unit trains and stations, and as effective lighting. We shall continue to Inverter Commutation unit Fuel cell Hydrogen focus on this technology, and if necessary will conduct joint research Auxiliary power Control unit Secondary battery Motors Wheels Main motor supply unit Fuel cell unit Radiator Compressor with another party (Figure 25). Main circuit Output: Approx. 300 KW battery Expectations for fuel cells Possibilities in trains and stations Problems related to the installing of a fuel cell Reduced land-based infrastructure The possibilities of organic EL Effective utilization of the space above and below tracks • Flat panel displays • Making the fuel cell system smaller and lighter Flat illumination • Electronic paper in small spaces • Fuel storage system and loading method • Illumination • Thin posters • Creation of a hydrogen infrastructure • Wearable displays • Various types of light sources Sheet-shaped • Measures to assure safety (body construction) advertisements Installation of high-pressure hydrogen tanks, etc. • Life, durability, weather-resistance Possible applications for railroads Variable warnings and information ●Display media in trains and stations On-board commercials / Advertisements and information and displays Backlights Fig. 23: Application of Fuel Cell Technology to Trains terminals that could be flexibly bent Flat illumination in small spaces Displaying information in small spaces and positions Information and advertise- Paper display for sales spaces ments in small spaces Portable information terminal ●Illumination in trains and stations / Effective illumination that is not restricted by space 8.2 Robot Technology Energy-saving illumination Mercury-free illumination that is one of Information and advertise- ments in small spaces A simple review of robot technology shows us that robots first the problems with fluorescent lamps appeared as products in the 1960s, and in the 1980s industrial robots Fig. 25: Application Examples of Organic EL were introduced on a large scale in Japan. In the 1990s, intelligent robots such as Sony's AIBO and Honda's ASIMO were introduced. 9 Conclusion It seems that industrial robots have matured. In addition, various specific uses for non-industrial robots are currently under In conclusion, we would like to emphasize five points. development, such as robots for use in emergencies, medical First, our research and development unit is aiming at the creation of assistance robots, security robots, home helper robots, etc. We are new customer values as proposed by New Frontier 2008. To that also emphasizing the human interface aspect of robots. We hope to end, we shall promote research and development that is timely and develop robots that can be used in railroads in the future (Figure 24). speedy. Second, the direction for changing systems in railroads are the five Application of robot technology areas we have described; i.e., improvement of safety and stability, to create added value improvement of convenience and comfort, cost reduction, contribution to the global environment, and new developments in stations. Third, we hope to adopt rapidly developing advanced technologies into railroads to help railroads themselves evolve. Fourth, to that end, we hope to further strengthen our relations with universities and industry. Fifth, we shall also turn our eyes abroad to disseminate the information we posses to foreign railroads and to strengthen our exchange with them. Fig. 24: Conceptual Drawing of the Utilization of Robot Technology
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