Japan's Rail Technology Development from 1945 to the Future
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Feature Evolution of Railway Technology Japan’s Rail Technology Development from 1945 to the Future Satoru Sone inoperable multiple units were used as On some rural lines, some steam loco- Introduction passenger carriages hauled by hauled passenger trains were replaced with locomotives. New carriages and wagons diesel multiple units (DMUs). Hydraulic This article focuses on the development were in urgent demand and the few transmissions were chosen because trials of rail technology in Japan although it puts remaining works were manufacturing showed they were lighter than electric it in the context of world developments. rolling stock to low wartime standards. transmissions. Hydraulic transmissions One could write a book on railway The new stock was put into service were soon being installed throughout Japan technology and the challenges facing rail wherever it could be used on government and JNR became one of the few railways transport but space limitations mean that or private lines based on track gauge, in the world alongside British Rail with large some details are covered in the further carriage size, and loading gauge, etc. numbers of DMUs. DMUs have since reading list. Around 1949, the railways were gradually become less important in Japan but the regaining the ability to design their own technology still ranks among the best in the Japan’s Rail Development from rolling stock, and the private railways world as demonstrated by JR Shikoku’s 1945 pooled their management resources when tilting Series 2000 DMU that entered developing new electric trains as revenue service in 1989. Rather than discuss each development described later in this article. At the same separately, this first section separates time, the newly formed Japanese National 1958–63: Revitalized railways railway developments in Japan into six Railways (JNR) was making a name for Many private railway companies in Japan time periods from 1945 to the present. itself by modernizing its motive power began introducing high-performance from steam to diesel and electric traction. electric multiple units (EMUs) around 1945–57: Postwar In 1945, Japan was suffering from a 1954 and JNR was following their reconstruction shortage of coal and a surplus of example by 1957. Some of the best Although WWII ended with many electricity. As a result, the government known are: Japanese cities in ruin, some trains were railways began electrifying track (to 1.5 • Romance Car Super Express still moving in most parts of the country kV DC) that had not been electrified This high-speed EMU was introduced on the day hostilities ceased. Peace before or during the war (for strategic in 1957 by Odakyu Electric Railway quickly brought rapidly increasing reasons) and in mountainous areas where Company on its main line between demand for transport, forcing trains to more capacity was required. The work Shinjuku and Hakone. It was light continue running even though many was difficult because electrification with a low centre of gravity and a facilities were dilapidated or destroyed materials and food for construction schedule speed of 80.1 km/h. and serviceable carriages and wagons workers were scarce. JNR took over the • Vista Car Limited Express were few and far between. As a stopgap government railways’ work and also Kinki Nippon Railway Company to increase capacity, rudimentary repairs developed new AC technology while (Kintetsu) introduced this partly were made to damaged rolling stock, and electrifying to 1.5 kV DC. double-decked EMU in 1958. Lightweight SE Romance Car standing at Shinjuku Terminal in 1957 Vista Car Express introduced in 1958 had Japan’s first double-deck car (Odakyu Electric Railway) (Kinki Nippon Railway) 4 Japan Railway & Transport Review 27 • June 2001 Copyright © 2001 EJRCF. All rights reserved. JNR's Series 151 for limited express services on DC-electrified lines (S. Kubo) Special first-class lounge of Series 151 Tsubame on Tokyo–Osaka limited express services (Hoshi Collection) Nagoya Railroad’s Series 7000 EMU with ‘Panorama Car’ in 1961 (S. Kubo) Series Kiha 82 Kamome on Kyoto–Hakata limited express services (A. Hoshi) • Kodama Limited Express was that the train did not need to be turned a result, AC/DC dual-current EMUs were This long-distance limited express around at the termini unlike previous soon developed due to heavy demand for EMU was also introduced in 1958 by loco-hauled expresses. The fast through connections from DC track on AC JNR for business travellers on the turnaround and higher scheduled speed track. To meet this need, JNR successfully Tokaido main line. made it possible to operate one return run developed silicon rectifiers and soon put daily. This was another first for the line them to practical use. Mass production With improved running performance and with added financial benefits. of dual-current EMUs started in the 1960s. carriages designed with fixed windows In 1962, Nagoya Railroad Company Once JNR had developed a hydraulic and full air conditioning, which became (Meitetsu) began operating special express transmission system for DMUs, it began the standard for future express trains on services with so-called ‘Panorama Cars.’ using many of them on its non-electrified both JNR and private lines, these trains The driver’s cab was over the seating area, intercity and cross-country lines. proved that EMU technology was the best so passengers could sit at the very front of Schedules were revamped frequently and answer for rail passenger services. At the the train. This was very popular and there the October 1961 timetable offered time, a few long-distance EMUs like was no express surcharge for these superior limited express DMU trains Italy’s Settebello and Switzerland’s Trans services. The high scheduled speed and linking major cities throughout Japan. Europ Express (TEE) were carrying improved ride comfort were a great passengers in Europe too. However, the success and boosted profits. 1964–75: Focus on speed and main technical difference between these JNR was also making notable technical safety European EMUs and JNR’s Series 20 (and advances, especially in the field of motive As soon as the Tokaido main line was later Series 151) was that JNR’s EMUs power and AC electrification, which was electrified, it was in even heavier use by followed the trend to lightweight design being installed on main lines in north and both EMUs and freight trains hauled by first set by Odakyu’s Romance Car. west Japan even while the older DC 8-axle electric locomotives. The booming An important advantage of JNR’s Kodama system was being installed elsewhere. As Japanese economy soon overwhelmed the Copyright © 2001 EJRCF. All rights reserved. Japan Railway & Transport Review 27 • June 2001 5 Evolution of Railway Technology line capacity and the obvious solution was not impact negatively on JNR’s bottom difficult. France’s TGV was designed with to build another double-tracked line. line. In fact, the opposite was true—the a conscious effort to avoid the There were many different proposals, but profits from the Tokaido Shinkansen were inadequacies of Japan’s Tokaido the chosen option resulted in the now so large that JNR could quickly pay back Shinkansen. world-famous shinkansen running on the construction and World Bank loans. The technical decisions made by JNR at grade-separated standard-gauge track. The Tokaido Shinkansen was always a this time were often coloured by the Although JNR’s narrow-gauge trains could cash cow for JNR and it still is for the worsening labour-management relations. not run anywhere as fast as the successor JRs. Capital investment was focused on shinkansen, services were being The growing JNR deficit was caused facilities that the workforce could repair considerably improved. By 1961, JNR particularly by the growing popularity of and maintain with little effort, leading to was raising schedule speeds and motor vehicles, political interference in an inferior railway with heavier increasing the number of departures. JNR’s business forcing it to build and equipment and uniformity promoted in These efforts soon paid off as was evident operate loss-making lines in rural areas the guise of standardization. in the October 1968 timetable with more and labour-management disputes that A good example is that of the Tohoku and limited express trains serving many main dragged down productivity. Joetsu shinkansen constructed at this time. lines at maximum speeds of 120 km/h, Higher train speeds damaged the rails Most of the older Tokaido Shinkansen which is close to the limit for conventional faster than the maintenance crews could tracks were on embankments while the line trains with a maximum braking keep up with and the labour unions new Tohoku and Joetsu tracks ran on distance restriction of 600 m. refused to accept new working procedures elevated concrete structures. The new Japanese railways were making strides in that would have kept trains running on lines used hot water to melt snow and had safety as well. In Japan today, the railway time. As a result, JNR was forced to issue concrete slabs instead of ballasted beds. accident rate (number of people killed or a new national timetable in October 1978 Heavy trolley wires with a large cross- injured per passenger-km) is less than with its best trains running slower than section were used to reduce snapping. 0.1% that of road traffic. But the situation before (a backward step only seen during Although the cars were made of was much bleaker in the 1950s and 60s the war) and fewer additional peak-hour aluminium, the axle load for the new when some train accidents killed more trains. Series 200 rolling stock was 17 tonnes, 1 than 100 people at a time. Each accident In an effort to reduce its mounting deficit, tonne more than that of the older Tokaido led to more stringent safety precautions JNR introduced successive fare increases Shinkansen.