High-Speed Rail Journey to Japan
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Bullets and Trains: Exporting Japan's Shinkansen to China and Taiwan
Volume 5 | Issue 3 | Article ID 2367 | Mar 01, 2007 The Asia-Pacific Journal | Japan Focus Bullets and Trains: Exporting Japan's Shinkansen to China and Taiwan Christopher P. Hood Bullets and Trains: ExportingJapan ’s Japan, like many other countries has a de facto Shinkansen to China and Taiwan two-China policy with formal recognition of the People’s Republic but extensive economic and By Christopher P. Hood other ties with the Republic. One example of this dual policy is the use of Haneda Airport by China Airlines (Taiwan), but the use of Narita It is over forty years since the Shinkansen Airport by airlines from China. (‘bullet train’) began operating between Tokyo and Osaka. Since then the network has The Shinkansen expanded, but other countries, most notably France and Germany, have been developing The Shinkansen is one ofJapan ’s iconic their own high speed railways, too. As other symbols. The image ofMount Fuji with a countries, mainly in Asia, look to develop high passing Shinkansen is one of the most speed railways, the battle over which country projected images of Japan. The history of the will win the lucrative contracts for them is on. Shinkansen dates back to the Pacific War. It is not only a matter of railway technology. Shima Yasujiro’s plan for thedangan ressha Political, economic & cultural influences are (‘bullet train’) then included the idea of a line also at stake. This paper will look at these linking Tokyo with Korea and China (1). various aspects in relation to the export of the Although that plan never materialised, the Shinkansen to China in light of previous Shinkansen idea was reborn nearly two Japanese attempts to export the Shinkansen decades later, as yume-no-chotokkyu (‘super and the situation in Taiwan. -
The Tohoku Traveler Was Created As a Public Service for the Members of the Misawa Community
TOHOKUTOHOKU TRAVELERTRAVELER “.....each day is a journey, and the journey itself home” Basho 1997 TOHOKU TRAVELER STAFF It is important to first acknowledge the members of the Yokota Officers’ Spouses’ Club and anyone else associated with the publication of their original “Travelogue.” Considerable information in Misawa Air Base’s “Tohoku Traveler” is based on that publication. Some of these individuals are: P.W. Edwards Pat Nolan Teresa Negley V.L. Paulson-Cody Diana Hall Edie Leavengood D. Lyell Cheryl Raggia Leda Marshall Melody Hostetler Vicki Collins However, an even amount of credit must also be given to the many volunteers and Misawa Air Base Family Support Flight staff members. Their numerous articles and assistance were instrumental in creating Misawa Air Base’s regionally unique “Tohoku Traveler.” They are: EDITING/COORDINATING STAFF Tohoku Traveler Coordinator Mark Johnson Editors Debra Haas, Dottie Trevelyan, Julie Johnson Layout Staff Laurel Vincent, Sandi Snyder, Mark Johnson Photo Manager/Support Mark Johnson, Cherie Thurlby, Keith Dodson, Amber Jordon Technical Support Brian Orban, Donna Sellers Cover Art Wendy White Computer Specialist Laurel Vincent, Kristen Howell Publisher Family Support Flight, Misawa Air Base, APO AP 96319 Printer U.S. Army Printing and Publication Center, Korea WRITERS Becky Stamper Helen Sudbecks Laurel Vincent Marion Speranzo Debra Haas Lisa Anderson Jennifer Boritski Dottie Trevelyan Corren Van Dyke Julie Johnson Sandra Snyder Mark Johnson Anne Bowers Deborah Wajdowicz Karen Boerman Satoko Duncan James Gibbons Jody Rhone Stacy Hillsgrove Yuriko Thiem Wanda Giles Tom Zabel Hiraku Maita Larry Fuller Joe Johnson Special Note: The Misawa Family Support Flight would like to thank the 35 th Services Squadron’s Travel Time office for allowing the use of material in its “Tohoku Guide” while creating this publication. -
Shinkansen - Wikipedia 7/3/20, 10 48 AM
Shinkansen - Wikipedia 7/3/20, 10)48 AM Shinkansen The Shinkansen (Japanese: 新幹線, pronounced [ɕiŋkaꜜɰ̃ seɴ], lit. ''new trunk line''), colloquially known in English as the bullet train, is a network of high-speed railway lines in Japan. Initially, it was built to connect distant Japanese regions with Tokyo, the capital, in order to aid economic growth and development. Beyond long-distance travel, some sections around the largest metropolitan areas are used as a commuter rail network.[1][2] It is operated by five Japan Railways Group companies. A lineup of JR East Shinkansen trains in October Over the Shinkansen's 50-plus year history, carrying 2012 over 10 billion passengers, there has been not a single passenger fatality or injury due to train accidents.[3] Starting with the Tōkaidō Shinkansen (515.4 km, 320.3 mi) in 1964,[4] the network has expanded to currently consist of 2,764.6 km (1,717.8 mi) of lines with maximum speeds of 240–320 km/h (150– 200 mph), 283.5 km (176.2 mi) of Mini-Shinkansen lines with a maximum speed of 130 km/h (80 mph), and 10.3 km (6.4 mi) of spur lines with Shinkansen services.[5] The network presently links most major A lineup of JR West Shinkansen trains in October cities on the islands of Honshu and Kyushu, and 2008 Hakodate on northern island of Hokkaido, with an extension to Sapporo under construction and scheduled to commence in March 2031.[6] The maximum operating speed is 320 km/h (200 mph) (on a 387.5 km section of the Tōhoku Shinkansen).[7] Test runs have reached 443 km/h (275 mph) for conventional rail in 1996, and up to a world record 603 km/h (375 mph) for SCMaglev trains in April 2015.[8] The original Tōkaidō Shinkansen, connecting Tokyo, Nagoya and Osaka, three of Japan's largest cities, is one of the world's busiest high-speed rail lines. -
Part 2: Speeding-Up Conventional Lines and Shinkansen Asahi Mochizuki
Breakthrough in Japanese Railways 9 JRTR Speed-up Story 2 Part 2: Speeding-up Conventional Lines and Shinkansen Asahi Mochizuki Reducing Journey Times on is limited by factors such as curves, grades, and turnouts, so Conventional Lines scheduled speed can only be increased by focusing effort on increasing speed at these locations. Distribution of factors limiting speed Many of the intercity railways in Japan are lines in The maximum speed of any line is determined by emergency mountainous areas. So, objectives for increasing speeds braking distance. However, train speeds are also restricted by cannot be achieved by simply raising the maximum speed. various other factors, such as curves, grades, and turnouts. Acceleration and deceleration performance also impact Speed-up on curves journey time. The impact of each element depends on the The basic measures for increasing speeds on curves are terrain of the line. The following graphs show the distributions lowering the centre of gravity of rolling stock and canting the of these elements for the Joban Line, crossing relatively flat track. However, these measures have already been applied land, and for the eastern section of the Chuo Line, running fully; cant cannot be increased on lines serving slow freight through mountains. trains with a high centre of gravity. Conversely, increasing The graph for the Joban Line crossing the flat Kanto passenger train speed through curves to just below the limit Plain shows that it runs at the maximum speed of 120 km/h where the trains could overturn causes reduced ride comfort (M part) for about half the journey time. -
Japan (Korea) Travelogue April 9 to April 30, 2016
JAPAN (KOREA) TRAVELOGUE APRIL 9 TO APRIL 30, 2016 Perhaps a few words of explanation for why I've put Korea in parentheses. I have two reasons: (1) Our Tauck tour begins in Kyoto, but this city has no international airport for direct flights from the U.S. The closest large airport is in Osaka, but it has no non-stop flights from Seattle. One choice for us is to fly non-stop to Tokyo and then on to Osaka. But it turns out that it is enormously cheaper to fly Korean Air from Seattle to Seoul and then from Seoul to Osaka. So ... we will be in Korea, but only for about two hours on the way to Japan and for another two hours on our return to Seattle. (2) The 14-day Tauck tour that we've signed up for ("Cruising the Land of the Rising Sun") begins in Kyoto and terminates in Tokyo; the ship makes port at eight locations in Japan and one in South Korea, so this justifies my listing the latter country in the title, but only parenthetically. Does the ship make its brief Korean stop just for the fun of it? Certainly not. Maritime law requires it! For the details, vide infra (which is Latin for see below in less highfalutin English, p. 22). In the days just before our departure, both Lee and I have come down with colds, complicated by attacks of hay fever more severe than any we've ever before experienced. Aside from the sneezing and wheezing (nice rhyme, eh?), our eyes are swollen and filled with tears that leak continually and make seeing difficult; also, our eyes itch and burn. -
Study for the Formulation of High Speed Railway
JAPAN INTERNATIONAL COOPERATION AGENCY (JICA) VIETNAM RAILWAYS (VR) STUDY FOR THE FORMULATION OF HIGH SPEED RAILWAY PROJECTS ON HANOI – VINH AND HO CHI MINH – NHA TRANG SECTION FINAL REPORT TECHNICAL REPORT 6 QUESTIONS AND ANSWERS TO COMMENTS June 2013 ALMEC CORPORATION JAPAN INTERNATIONAL CONSULTANTS FOR TRANSPORTATION CO., LTD. ORIENTAL CONSULTANTS CO., LTD. NIPPON KOEI CO., LTD. JAPAN TRANSPORTATION CONSULTANTS, INC. EI JR 13-178 Exchange rate used in the Report USD 1 = JPY 78 = VND 21,000 (Based on rate on November 2011) PREFACE In response to the request from the Government of the Socialist Republic of Vietnam, the Government of Japan decided to conduct the Study for the Formulation of High Speed Railway Projects on Hanoi – Vinh and Ho Chi Minh – Nha Trang Section and entrusted the program to the Japan International cooperation Agency (JICA). JICA dispatched a team to Vietnam between April 2011 and June 2013, which was headed by Mr. IWATA Shizuo of ALMEC Corporation and consisted of ALMEC Corporation, Japan International Consultants for Transportation Co., Ltd., Oriental Consultants Co., Ltd., Nippon Koei Co., Ltd. and Japan Transportation Consultants, Inc. In the cooperation with the Vietnamese Counterpart Team including the Ministry of Transport and Vietnam Railways, the JICA Study Team conducted the study which includes traffic demand analysis, natural and socio-economic conditions, alignment planning, consideration of various options including the upgrading of existing railway, technical standards for high speed railway, implementation schedule and institutions, and human resource development. It also held a series of discussions with the relevant officials of the Government of Vietnam. Upon returning to Japan, the Team duly finalized the study and delivered this report in June 2013. -
The Bank and Japan's Bullet Trains
Public Disclosure Authorized Public Disclosure Authorized The Bank and Japan’s Bullet Trains NUMBER 009 ORIGINALLY PUBLISHED: FEBRUARY 2003 Public Disclosure Authorized January 2016 Public Disclosure Authorized The World Bank Group Archives Exhibit Series contains exhibits originally published on the Archives’ external website beginning in 2002. When the Archives’ website was transferred to a new platform in 2015, it was decided that older exhibits would be converted to pdf format and made available as a series on the World Bank’s external database, Documents & Reports. These exhibits, authored by World Bank archivists, highlight key events, personalities, and publications in the history of the World Bank. They also bring attention to some of the more fascinating archival records contained in the Archives’ holdings. To view current exhibits, visit the Exhibits page on the Archives’ website. The Bank and Japan’s Bullet Trains In 1961 a loan from the World Bank to the Japanese National Railways helped finance one of the most technically advanced railway projects in the world—the New Tokaido Line (the Shinkansen Project) between Tokyo and Osaka that carried the famous Bullet Trains. But this landmark event cannot be fully appreciated without knowing more about Japan’s experience with trains to that date. The first railway in Japan was constructed by the government in 1872 from Tokyo to Yokohama, a distance of 29 kilometers. By 1881, government lines totaled 135 kilometers. Thereafter, for financial reasons, private enterprise was called upon to assist in railway construction. Signing of the loan to the Japanese National Railways. Nine years later, there were From left to right, His Excellency Koichiro Asakai, Ambassador of Japan in the United States; Sir William 885 kilometers of government Iliff, Vice President of the World Bank; and Mr. -
JRTR No.64 Feature 50 Years of High-Speed Railways
50 Years of High-Speed Railways The Shinkansen—World Leading High-Speed Railway System Roderick A Smith Every time I enter the shinkansen at Tokyo Station, I pause to read the dignified plaque written in both Japanese and English, which proclaims: New Tokaido Line Product of the wisdom and effort of the Japanese people Tokyo-Shin Osaka 515 km Work started 1959 20 April Opened to traffic 1964 1 October. What a marvellous evocation of the unity of purpose and of the pride that the Japanese people felt for this achievement. The inscription on this plaque can hardly be bettered. The opening of the line coincided with the 1964 Summer Olympics, a visible symbol to the world that Japan had emerged from the dark days of the war and post-war depression. Indeed, from about that date, the Western world began to look to Japan as a model for successful manufacturing, based on consensus and harmony with the people; Western businesses asked for advice and began to wonder how the ‘economic miracle’ had been achieved. However, the railway world was initially somewhat muted in its praise for the shinkansen, and although the round-nosed streamlined trains rapidly earned the affectionate ‘Bullet Train’ title with the public around the world, it was to be some The author’s introduction to Japan, 1969 (Author) time before other railway administrations recognized the scale and success of the Japanese achievement. In order to put the shinkansen into historical context as we approach its 50th birthday, this article discusses the invite a companion to the birthday party of Prince Tomohito opening of the new railway, its development and its impact of Mikasa (a first cousin of the current Emperor) who was on Japanese society and on the environment. -
Central Japan Railway Commits to U.S. Highspeed
Press Release January 25, 2010 CENTRAL JAPAN RAILWAY COMMITS TO U.S. HIGHSPEED RAIL MARKET Central Japan Railway (JRC) today announced its strategy for entering international markets, including the United States. 1. JRC teams up with U.S. Companies JRC, the owner and operator of the world’s fastest, safest, and most efficient and environmentally friendly high‐speed rail system announced that it has teamed up with two companies based in Washington DC to pursue several corridor projects in the United States and other countries worldwide, for deployment of its latest generation high‐speed rail and magnetic levitation (MAGLEV) systems. One company, “U.S.‐Japan High‐Speed Rail” (USJHSR), will aggressively market the N700‐I “Bullet Train”1 as an integrated high‐speed rail solution. A second company, “U.S.‐Japan MAGLEV” (USJMAGLEV) will market JRC’s revolutionary Superconducting MAGLEV (SCMAGLEV)2 system and technology. While other high‐speed rail operators have marketed their systems around the world for some time, JRC has focused on technology development and commercial deployment and operations in Japan, refraining from international competition. This announcement marks JRC’s formal entrance into the international market. JRC’s chairman, Mr. Yoshiyuki Kasai explained, “Since last year, we have carried out assessments to narrow potential markets for deployment of our high‐speed rail overseas. JRC has and will continue to work together with two U.S. based companies, U.S.‐Japan High‐Speed Rail and U.S.‐Japan MAGLEV in this effort. Now that we have a clear vision and strategy for the deployment of our high‐speed rail technologies to international markets, we will move forward together with these companies to aggressively pursue selected markets.” Richard Lawless, President and CEO of USJHSR, stated, “U.S.‐Japan High‐ Speed Rail is working closely with JRC to promote JRC’s proven high‐speed rail technology with national, regional and local leaders in countries including the U.S. -
Conventional Line Speed Increases and Development of Shinkansen Asahi Mochizuki
Breakthrough in Japanese Railways 7 Conventional Line Speed Increases and Development of Shinkansen Asahi Mochizuki This article explains some technical developments in speed Increasing speeds on conventional lines increase until the opening of the shinkansen in 1964, centred In a nutshell, the history of railway technology is the history on lines belonging to JR companies (formerly Japanese of increased speeds and enhanced transport capacity. National Railways or JNR). Looking at the example of the Tokaido Line, Japan’s main trunk line, many modifications were constantly being made Increasing Speeds on Conventional Lines to shorten the travel time between Tokyo and Osaka. Even so, the maximum speed up to the 1950s was 95 km/h. Non-shinkansen lines (often including non-JR railways) in However, electrification toward the end of this era made Japan are commonly called conventional lines. Japan is a it possible to shorten journey times without increasing mountainous country, and most conventional lines were built maximum speed (Figure 1). to the narrow gauge of 1067 mm, but some private lines The limiting factors were the tractive power of steam and use standard gauge (1435 mm). When trying to increase the weak ground under the roadbed, which limited maximum operating speeds in the era of stream-hauled trains, narrow axle loads. For comparison, on the standard-gauge South gauge proved to have intrinsic disadvantages and the many Manchurian Railway, operating speed of 110 km/h was curves and grades in Japan’s mountainous areas also attained by express trains built in 1934 using Japanese hampered speed increase. technology. Some speed increase with electric locomotives Against this background, electric trains—especially was possible by electrification, but electrification was not electric multiple units (EMUs)—seems to offer the greatest popular for various reasons. -
Japan Studies Review
JAPAN STUDIES REVIEW Volume Seventeen 2013 Interdisciplinary Studies of Modern Japan Steven Heine Editor John A. Tucker Book Review Editor Editorial Board Yumiko Hulvey, University of Florida John Maraldo, Emeritus, University of North Florida Matthew Marr, Florida International University Mark Ravina, Emory University Ann Wehmeyer, University of Florida Brian Woodall, Georgia Institute of Technology Copy and Production Jennylee Diaz María Sol Echarren Maria Magdaline Jamass Kristina Loveman Gabriela Roméu JAPAN STUDIES REVIEW VOLUME SEVENTEEN 2013 A publication of Florida International University and the Southern Japan Seminar CONTENTS Editor’s Introduction i Re: Subscriptions, Submissions, and Comments ii ARTICLES Language Conflict and Language Rights: The Ainu, Ryūkyūans, and Koreans in Japan Stanley Dubinsky and William Davies 3 A Bakery Attack Foiled Again Masaki Mori 29 Consuming Nostalgia in a Bowl of Noodle Soup at the Shin Yokohama Rāmen Museum Satomi Fukutomi 51 A Counter Culture of the 1980s: Ozaki Yutaka’s Songs Shuma Iwai 71 The Effectiveness and Learners’ Perception of Teacher Feedback on Japanese-as-a-Foreign Language Writing Nobuaki Takahashi 93 ESSAYS The Rise in Popularity of Japanese Culture with American Youth: Causes of the ‘Cool Japan’ Phenomenon Jennifer Ann Garcia 121 Arousing Bodhi-Mind: What is the ‘Earth’ in Dōgen’s Teachings? Shohaku Okumura 143 BOOK REVIEWS Doing Business with the New Japan: Succeeding in America’s Richest International Market By James D. Hodgson, Yoshihiro Sano, and John L. Graham Reviewed by Don R. McCreary 155 Demystifying Pearl Harbor: A New Japanese Perspective By Takeo Iguchi Reviewed by Daniel A. Métraux 157 The Art of the Gut: Manhood, Power, and Ethics in Japanese Politics By Robin M. -
Civilian Application of Wartime Military
SWORDS INTO PLOWSHARES: CIVILIAN APPLICATION OF WARTIME MILITARY TECHNOLOGY IN MODERN JAPAN, 1945-1964 DISSERTATION Presented in Partial Fulfillment of the Requirements for Degree Doctor of Philosophy in the Graduate School of the Ohio State University By Takashi Nishiyama, M.A. The Ohio State University 2005 Dissertation Committee: Professor James R. Bartholomew, Adviser Approved by Professor Philip C. Brown _____________________________ Professor John. F. Guilmartin, Jr. Graduate Program in History ABSTRACT This dissertation examines civilian application of military technology in Japan after World War II. As a case study, I focus on the historical metamorphosis of wartime technology ― such as military aircraft deployed for kamikaze suicide missions― into the highly successful Shinkansen high-speed bullet train. In retrospect, the shift in the socio-technological landscape in Japan after 1945 was drastic, spectacular, and unprecedentedly successful. Employing a bottom-up approach, I highlight the decentralized character of Japan’s conversion process from wartime to postwar eras. Specifically, I examine the roles of former military engineers in the public research and development sector at the grass roots-level. The crucial variable in the conversion process, I argue, was the remarkable adaptability and flexibility of these engineers and their knowledge, especially in support of Japan’s technological development. The course of the technological transformation was neither obvious nor preordained. It was largely idiosyncratic and contingent on numerous individual decisions and actions within the engineering community. At least the bullet train and other modern technological artifacts were a product of such ii development; postwar technological artifacts were essentially amalgamations, reproductions, and reconfigurations of pre-1945 technologies with little orchestrated effort from the top.