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International Society for Soil Mechanics and Geotechnical Engineering INTERNATIONAL SOCIETY FOR SOIL MECHANICS AND GEOTECHNICAL ENGINEERING This paper was downloaded from the Online Library of the International Society for Soil Mechanics and Geotechnical Engineering (ISSMGE). The library is available here: https://www.issmge.org/publications/online-library This is an open-access database that archives thousands of papers published under the Auspices of the ISSMGE and maintained by the Innovation and Development Committee of ISSMGE. Geotechnical Aspects of Construction of the Shinkansen Aspects Geotechniques de la Construction du Shinkansen M.FUJII Dr. of Engineering, Former President of Japanese National Railways SYNOPSIS The geology of the Japanese archipelago is characterized by highly complex topo­ graphy and unstable ground. Approximately 70 percent of the country is mountainous, and about half of the land transportation is therefore dependent on railways. The Japanese National Railways, which covers the vast majority of this rail transport, has carried on construction of the Shinkansen express train system since 1958. The author has been engaged in the Shinkansen project from the planning stage. This paper presents an outline of Shinkansen construction, including the methods employed in solving the various problems arising in the design and construction of earth structures, foundations for concrete structures, and tunnels, and the stabilization of weak ground, taking into consideration the soil and geological characteristics encountered during the construction process. 1. INTRODUCTION formed by folding action and volcanic ac­ tivity and is surrounded by the sea. About I am highly honored to have this opportu­ 70% of the total area is of mountainous nity to deliver a special lecture to the topography and the remaining narrow plain many experts from all over the world who is divided up into even smaller portions are participating in the 9th International by mountains. In this small area lives a Conference on Soil Mechanics and Foundation large population of 110,000,000. Engineering. Such geographical features result in pas­ In this lecture, I would like to give an senger and freight transport conditions outline of the Shinkansen, in which I have not found in other countries. The degree been involved since the planning stage, of dependence on the railways for passen­ and also to discuss Japanese geological ger transport is extremely high. This is and soil features and how the various prob­ because of the high population density in lems they posed in the construction of the urban centers and the use of railways for Shinkansen were solved. Naturally, a wide urban transport, especially worker and range of technology from many fields in­ student commuter transport. Medium- and cluding civil, mechanical and electrical long-distance passenger flow routes are engineering was called on in the construc­ limited and the main flow is concentrated tion of the Shinkansen, but I would par­ in lines running the length of the country. ticularly like to explain the achievements On such routes, railways are the most in geotechniques and tunnelling engineering suitable means of mass transportation. As to overcome the many adverse conditions can be seen in Fig. 1, the share of pri­ such as the variable topography and geol­ vate automobiles in passenger transport ogy, heavy rainfall and weak ground. (passenger-kilometers) is expanding re­ markably, but the dependence on railways I also hope that this lecture will be of still reaches a total of 45% for both some assistance in increasing your under­ national and private railways (as of 1975). standing of the status quo in Japan. In the case of freight transport, there is a very high dependence in total ton-kilo- meters on domestic shipping because almost 2. RAILWAYS IN JAPAN AND THE CONSTRUCTION all of the raw materials for industry are OF THE SHINKANSEN imported via seaports and industrial sites are nearly all located in coastal areas. 2-1 Railways in Japan Railway freight transport has levelled off on the whole because of the effects of Japan is a long, narrow island country decreased domestic production of coal, and the share has been going down in recent was adopted for the following reasons on years because of the advances made in truck the basis of the results of various inves­ transport. However, a total of 13% of all tigations : freight transport depended on the railways in 197 5 (Fig. 2). (1) Through the integration of new and exist­ ing lines, the best system to suit various In consideration of future traffic prob­ types of transport demand and the highest lems in Japan, the advantages of rail total transport capacity can be obtained. transport will no doubt increase when viewed from many aspects including conser­ (2) The functions of the new and existing vation of power and energy, more efficient lines can be separated and simplified so land utilization, savings in manpower and that costs are actually lower in the long environmental preservation. term. The great majority of this rail transport (3) In the new lines, the most modern is handled by the Japanese National Rail­ technology can be applied independent ways which has 21,000 working kilometers of existing facilities and maximum safety of existing narrow-gauge lines throughout can be achieved even at high speeds. the country. The daily train operation rate is 1,900,000 train-kilometers. In Construction on the first Shinkansen, addition, there are also 1,070 km of the 515.4 km between Tokyo and Shin-Osaka, Shinkansen line (standard gauge) which started in April 1959 and the line was will be described later. opened in October 1964. Thereafter, in 1972 this line was extended 164.4 km west Currently, a daily average of about 19 mil­ to Okayama and in 1975, 397.9 km further lion passengers and about 400,000 tons of west to Hakata. The Shinkansen now runs freight are transported. To cope with through not only the most populous parts future demands, various measures are being of the country but also the areas most promoted to increase transport capacity important politically, economically and quantitatively, improve the quality of culturally. It connects the nation's rail transport service and achieve moderni­ largest cities and has a total length of zation . about 1,0 70 km. The number of passengers using the Shinkansen has increased remark­ 2-2 Shinkansen Construction ably year by year and by May 1976, after about 12 years of operation, the number There are many items involved in the im­ of passengers exceeded one billion and provement of rail transport but the most the Shinkansen was considered to be indis­ wide-ranging goal is the construction of pensable to our daily life (Fig. 3). At the Shinkansen which can be considered as present, three new Shinkansen lines total­ the most fundamental and largest in scale. ing about 835 km are under construction: the Tohoku Shinkansen (approximately 500 Construction of the Shinkansen was started km between Tokyo and Morioka), the Joetsu because it was anticipated that the trans­ Shinkansen (about 270 km between Omiya portation capacity of the Tokaido Line, and Niigata) and the Narita Shinkansen the most important line in Japan, would (about 65 km between Tokyo and the New reach its limit before long. This system Narita Airport). Several new routes for Passenger Transport (billion) Freight Transport (billion) Fig. 1. Share of Passenger Transport Fig. 2. Share of Freight Transport in Japan in Japan which construction is planned are now under investigation. The undersea tunnel (2) Mode of motive power linking Aomori and Hakodate and the bridges connecting Honshu and Shikoku In electrification of existing lines, both will also constitute a part of the Shin- 1,500 V direct current and 20,000 V alter­ kansen network. Such a high-speed railway nating current are used, but for the Shin­ network will contribute to the balanced kansen 25,000 V alternating current was growth of the country and the furtherance adopted. of the people's welfare (Fig. 4). (3) Mode of electric traction A comparative investigation of two prospec­ 3. OUTLINE OF THE SHINKANSEN tive modes, electric-locomotive traction and the electric railcar train, was con­ 3-1 Basic Plan ducted. The mode of the electric railcar train was chosen because the motive power can Because of the pressures of competition be dispersed over many axles of the rolling from automobile and air transport, it has stock, the great cohesion between wheels been felt that new railways should utilize and rails necessary to high speeds can be technical innovations to the utmost in obtained, and there are no large concen­ order to revitalize declining rail trans­ trated loads which would require greater port. On the basis of this concept, the strength of the structures. This decision items forming the basic plan for Shin- reflects the good results and experience kansen construction were decided as fol­ obtained in electric railcar train opera­ lows : tion on existing lines. (1) Gauge of track (4) Train speed Existing lines have a narrow gauge of On the basis of research performed by the 1,067 mm and one major decision faced was Railway Technical Research Institute, it whether to retain this narrow gauge or was decided that the maximum speed should adopt the 1,4 35 mm standard gauge for the be such that the train would make the 500 Shinkansen. Although there were many km journey between Tokyo and Osaka, Japan's transport-related advantages in the use two largest cities, in 3 hours. The maxi­ of the narrow gauge which would permit mum speed was accordingly set at 210 km/h the access of rolling stock to both the with the possibility of its being raised to new and existing lines, the transfers be­ 260 km/h in the future.
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