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Overview of Hokkaido Shinkansen (Opening Between Shin-Aomori and Shin-Hakodate-Hokuto) Shoshi Shimamura

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Overview of Hokkaido Shinkansen (Opening Between Shin-Aomori and Shin-Hakodate-Hokuto) Shoshi Shimamura Development of Japanese High-speed Rail Network Overview of Hokkaido Shinkansen (Opening between Shin-Aomori and Shin-Hakodate-Hokuto) Shoshi Shimamura Introduction The Hokkaido Shinkansen (between Shin-Aomori and Sapporo) is essential for the revitalization of Hokkaido Railway Company (JR Hokkaido) as well as Hokkaido as a whole, and we would like to see it fully opened as soon as possible. The much anticipated service on the section between Shin-Aomori and Shin-Hakodate-Hokuto started on 26 March 2016. Series H5 logo (JR Hokkaido) Hokkaido Shinkansen Line Conditions About 149 km of the approximately 360 km of the Hokkaido To handle these special characteristics, discussions Shinkansen between Shin-Aomori and Sapporo was opened were held with related organizations and adjustments were recently between Shin-Aomori and Shin-Hakodate-Hokuto. made, such as setting increased intervals between trains More than half that or about 82 km including the 53.9-km and cancelling some overnight sleeper trains. Seikan Tunnel is shared between shinkansen and freight Before the start of shinkansen services, equipment trains using dual-gauge tracks (Figure 1). inspections were made from late FY2013, and crew training Work on this shared section started in 1964 with the runs started from August 2015. Completion inspections were construction of the Seikan Tunnel, and it opened in 1988 as made by the Ministry of Land, Infrastructure, Transport and the conventional Kaikyo Line with a catenary voltage of 20 Tourism (MLIT) from 16 November 2015, and an inspection kV and using a cab signal block system. certificate was received on 24 December 2015. Kaikyo Line structures such as tunnels and bridges were built to shinkansen specifications right from the start, but Hokkaido Shinkansen Cold-Weather shinkansen rails and three-rail turnouts and conversion of Countermeasures overhead catenary equipment to 25 kV were needed before the start of service to Shin-Hakodate-Hokuto. The Hokkaido Shinkansen must continue running in Moreover, opening the Hokkaido Shinkansen to Shin- extremely cold winter months, so it has special cold- Hakodate-Hokuto involved the following unprecedented weather countermeasures, requiring pre-verification in snow special characteristics. and cold temperatures. • Works, such as construction and renovation of The usual snow countermeasure of sprinkling warm equipment and test runs of rolling stock until just water on tracks could result in icing at very low temperatures, before the start of shinkansen services, were limited so snow-melting with sprinklers is only used on a few to specific periods, such as late at night when sections, such as near Shin-Aomori Station. Most sections conventional services had stopped. use viaducts with snow-storage spaces where ploughed • Tests before the start of shinkansen services (ATC snow is stored along the track, or open-floor viaducts where signal aspect tests, passing tests, etc.) differed snow is dropped down. from those just for shinkansen due to the presence Electric snow melters are the basic countermeasure of equipment for conventional services (three-rail to iced turnouts, along with snow-melting pits at level turnouts, dual-gauge DS-ATC, etc.). turnouts and air-jet snow removers used by JR Hokkaido on Japan Railway & Transport Review No. 68 • Oct 2016 6 Development of Japanese High-speed Rail Network Figure 1 Plan for Full Hokkaido Shinkansen Line Shin-Otaru (provisional name) Sapporo Kutchan Oshamambe Construction costs About ¥1.670 trillion Budget total (until FY2016 budget) Shin-Yakumo ¥72.6 billion (4%) (provisional name) Shin-Hakodate-Hokuto to Sapporo Planned completion in 2030 211 km Shin-Hakodate-Hokuto 360 km Goryokaku Hakodate Opened 26 March 2016 Shin-Aomori to Kikonai Shin-Hakodate-Hokuto 149 km Construction costs 82 km About ¥550.8 billion* (Tsugaru Kaikyo Line) Budget total Structures built to Seikan Tunnel 54 km (until FY2016 budget) shinkansen ¥545.6 billion (99%) specifications Okutsugaru-Imabetsu Shin-Aomori Shichinohe-Towada Hachinohe *Changed to about ¥558.3 billion on 26 April 2016 7 Japan Railway & Transport Review No. 68 • Oct 2016 conventional lines. This is the first time these technologies structures as well as taking measures to minimize damage to have been used on a shinkansen. Rather than using snow- operating trains when an earthquake strikes. melting pits, snow shelters are used at three-rail turnouts on the shared section. The cold-weather performance of Earthquake early warning system these equipment and on-board equipment, and the like was A typical countermeasure to earthquakes is prompt early verified over the two winters of FY2014 and FY2015. detection to cut power to overhead lines and stop trains. Like other shinkansen lines in Japan, the Hokkaido Shinkansen, Hokkaido Shinkansen Earthquake has wayside seismometers along lines as well as coastal Countermeasures seismometers installed close to hypocentral regions in order to detect earthquakes. Shinkansen earthquake countermeasures consist of As shown in Figure 2, there are wayside seismometers improving the aseismic performance of civil-engineering at nine locations near hypocentral regions for anticipated Figure 2 Wayside and Coastal Seismometers for Hokkaido Shinkansen Wayside seismometer Coastal seismometer Monitored hypocentral region Shin-Otaru (provisional name) Sapporo Kutchan Mukawa Oshamambe Setana Shin-Yakumo (provisional name) Urakawa Shin-Hakodate- Hokuto Esan Kikonai Matsumae Shimokita Okutsugaru-Imabetsu Shichinohe-Towada Fukaura Shin-Aomori Hachinohe Hachinohe Kazuno Japan Railway & Transport Review No. 68 • Oct 2016 8 Development of Japanese High-speed Rail Network major earthquakes plus eight coastal seismometers at after the start of shinkansen service, enabling exchange of 20-km intervals along the line. These seismometers are train numbers for freight trains between the operation control housed in seismological observation huts with two types of systems of the three sections. seismometer for redundant protection. The risk of such a large-scale system switchover on At an earthquake, trains are stopped automatically and the same day as shinkansen service started was deemed wayside equipment is inspected based on the spectrum too high, so the system was switched on 22 March 2016 intensity (SI) measured by the seismometers. Operation before the start of shinkansen service. At the same time, the restarts after safety has been confirmed. catenary voltage was changed to 25 kV and the protection system was changed to digital ATC with discontinuation Derailment countermeasures of the cab signal block system. Conventional passenger The earthquake early warning system stops trains as soon as services were completely suspended and the final switchover an earthquake occurs, but seismic waves can strike tracks of wayside equipment was finished by 25 March to confirm quickly in an inland earthquake. The first ever shinkansen 24-hour stable operation of systems and equipment. derailment occurred in the 2004 Mid-Niigata Prefecture Ahead of the final switchover, as a trial, all conventional Earthquake, so countermeasures have been taken to passenger services were suspended from New Year’s Eve minimize damage in similar circumstances. Deviation 2015 to early 2 January 2016 during the New Year holidays prevention guides keep carriages upright and close to the when freight trains were not running, and the condition after rails even when derailed. the trial switchover was confirmed separately by teams for operation control, signalling, stations, depots, rolling stock Hokkaido Shinkansen Operation Control maintenance, and others. Completely suspending conventional passenger Train protection and operation services to conduct final switchover of wayside equipment The Hokkaido Shinkansen operation control centre in and advance confirmation inconvenienced passengers, but Sapporo controls operations between Shin-Aomori and was a key task in opening the Hokkaido Shinkansen without Shin-Hakodate-Hokuto. The track section shared with major problems. freight trains uses the CYGNUS operation control system to integrate control of both shinkansen and conventional trains. Overview of Hokkaido Shinkansen The conventional Kaikyo Line initially used cab signal Operations block signalling (using analogue ATC), but ATC for dual- gauge track supporting track sharing by shinkansen and H5 Rolling stock freight trains was introduced when shinkansen services The Series H5 cars used by the Hokkaido Shinkansen have started. This new ATC is based on the system used on the the same basic specifications as the Series E5 used by JR Tohoku Shinkansen. East with 10-car trainsets, the same onboard equipment, and a top speed of 320 km/h, taking into consideration Final wayside equipment switchover through services from the Tohoku Shinkansen. The Series Prior to the start of Hokkaido Shinkansen services, conventional trains were running on the Kaikyo Line, including through the Seikan Tunnel and on sections at the tunnel portals, so a conventional operation control system was used between Aomori and Goryokaku. When Hokkaido Shinkansen services started, freight trains would be running through operations in the sections between Aomori and Shin-Naka-Oguni junction (conventional line operation control system), between Shin-Naka-Oguni junction and Kikonai (CYGNUS), and between Kikonai and Goryokaku (conventional line operation control system). For this reason, it was necessary to switchover the conventional line operation control system
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