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Japanese Railway Safety and the Technology of the Day Masao Saito

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Japanese Railway Safety and the Technology of the Day Masao Saito Feature Railway Accidents and Safety Japanese Railway Safety and the Technology of the Day Masao Saito dimensional transport mode in which family and retainers in an Edo residence Introduction trains run along a fixed path. In contrast, every other year. As a consequence, Edo the automotive and shipping modes are became central to the nation’s political Safety is the most important condition for two dimensional and the aviation mode and economic life with post roads railway companies worldwide. Following is three dimensional. Each mode has a radiating towards all corners of the the opening of Japan’s first railway in unique system of integrated technologies country. The regular passage of the 1872, a great deal of attention and effort and even railways require a well-balanced daimyo with their many samurai and has been paid to making railway combination of technologies to assure safe servants to and from Edo lead to inns, operations safe. Despite these best efforts, and punctual operations. In other words, accommodations and villages springing accidents still occurred, shaking people’s the interface between technologies is up along the waysides. Japanese railways faith in safety. And each time an accident important and an overall view of different were built to follow such main roads, occurred, further safety measures were technologies is very important too. Many unlike in America where they crossed vast taken. Today’s railway safety is based on past accidents occurred because this unpopulated prairies, etc. the many bitter experiences of the past. concept was lacking. The first railways in Japan were single Development of Early Railways track and used steam locomotives to haul Safety in Nation’s the carriages. Train collisions were Consciousness prevented by dispatching trains at fixed Japan’s first railway was opened in 1872 time intervals (headway) and fixed Railways are deeply rooted in society and between Shimbashi in Tokyo and distance intervals. Speeds were limited people’s consciousness worldwide and Yokohama. At that time, the population to about 20 miles per hour. Only the they are also strongly influenced by the of Japan was 30.1 million about 65% of locomotive had steam brakes—the each nation’s social, cultural and whom were literate but knowledge of passenger carriages and freight wagons geographical climate. The Japanese science and technology was poor due to just had hand brakes. Accidents were archipelago stretches across a wide range the strong influence of Confucianism prevented by telegraphic messages of latitudes; it experiences great seasonal from China. between stations and there were some extremes of weather and some 40% of the Following the collapse of feudalism and mechanical signals too. country suffers from heavy winter the restoration of the Meiji Emperor This forms a sharp contrast to today’s snowfalls. Volcanoes and earthquakes are (1852–1912) to power in 1868, Japanese railways with an extensive common and typhoons in the summer and construction of a railway network was network of shinkansen serving most major autumn cause widespread damage. The started to unify the nation and reinforce cities with safe and punctual high-speed traditional agriculture is based on rice- central authority. Perhaps part of the services. The 130-year history of Japan’s paddy cultivation, which requires sharing Japanese methodical character and railways, especially on-time arrivals, of water resources and communal penchant for punctuality comes from this accurate operations, and safety, has irrigation by villages. This communal earlier age! played a major role in the nation’s social concept remains deeply rooted in the development. These achievements are Japanese psyche even today. The Age of Railway mostly based on development and Japan of 130 years ago was still a feudal Construction combination of various new technologies society based on these types of communal and on improving employees’ skills. activities. It was divided into various Early Japanese railways were constructed This article discusses how railway social ranks, ranging from the higher-class as an important tool in unifying the nation accidents are related to the technologies samurai (warrior) caste to the lower-class after the collapse of the 265-year old of the period and explains how safety can farmers, artisans and merchants. Each of Tokugawa shogunate. At that time, Great be improved even further by studying past the some 200 regional fiefs was under the Britain lead the world in railway railway accidents. control of a daimyo or lord. Edo (today’s technology and British railway engineers Tokyo) was the seat of the ruling Tokugawa played a key role in building the first line Technical Interface and shogunate and the centre of political and between Shimbashi and Yokohama and Overall View administrative power. The shogunate then between Kobe, Osaka and Kyoto. assured its central grip on power by At the start, all the metal parts, such as Railways can be considered to be a one- obliging each daimyo to live with his the locomotives, rails, etc., were imported 4 Japan Railway & Transport Review 33 • December 2002 Copyright © 2002 EJRCF. All rights reserved. because Japanese metalworking technologies were poor. Edmund Morel (1841–71), the first engineer-in-chief for railway construction to the Japanese government at the time, is reported as saying that Japanese had a good understanding of civil engineering technologies such as embankments because this knowledge had been acquired during the feudal period when Train derailed by ground collapse while entering Nebukawa Station on Tokaido main line during Great Kanto castle building was at its highpoint. Earthquake (1923). The train overturned and rolled down a cliff into the sea. (JNR Centennial Photo History) So when the first line started operating between Shimbashi and Yokohama in carry the train timetable and shall on the part of the driver of the down train October 1872, how were accidents maintain the correct speeds. Speeds shall and the Nishinomiya stationmaster in prevented? The basic principle is that, if not exceed 20 miles per hour. confirming a change in the scheduled there are two trains running in the same In addition, Article 9 also established a passing station, but it was actually an direction, the second train is permitted to rule that the stationmaster could not allow inherent problem with safety when using depart after a certain length of time (fixed- a train to depart until he had received a the fixed-time-interval method of time interval method). To allow two trains telegraphic message from the scheduling train departures. running in opposite directions on a single- stationmaster up the line indicating that track line to pass each other, the running the ahead track section was clear. Rear-end collision on 27 November times between stations were measured However, the problem with this fixed- 1883 and a train diagram was drawn so that the time-interval method of controlling track The next serious accident occurred on the approaching trains could cross at a entry is coordinating the station arrival Tokaido main line on 27 November 1883 previously determined station. times of trains running in opposite when a freight train stopped on the down Rules were established and training was directions—a train running late in one line just outside the entry signal for Ibaraki given to train crews and railway staff to direction causes serious delays to trains Station in Osaka Prefecture was hit from protect the safety of the trains. This type running in the opposite direction. But behind by a following passenger train, of duty-based safety system is not allowing a train to depart without seriously injuring 8 people. To prevent unexpected given the samurai spirit of receiving the telegraphic message is the possibility of this type of accident loyalty and total devotion to his lord that dangerous and confusion in the train happening again, new rear-end protection prevailed for hundreds of years during the diagrams or train operation intervals runs rules were implemented. feudal period. a serious risk of causing a head-on train Some of the relevant rules are listed below crash. To remedy such deficiencies, an Push operation derailment on 13 and were promulgated on 3 October 1873 additional telegraphic circuit to dispatch October 1885 as the Railway Train Operation Rules operational commands was soon At Omori Station (Tokyo) on the Tokaido (Tetsudoryo Kishya Un’yu Kitei). introduced, but there were still fears about main line, 7 people were killed when a sending and receiving mistakes. carriage of an unscheduled train being Article 8 pushed by a locomotive to make the This rulebook shall be provided to all Early Accidents due to return run, derailed and overturned. persons related to train operations and Operations Errors New safety measures were implemented track work who shall read the rules each time these types of accidents carefully and shall memorize them. This The first fatal railway accident in Japan occurred. Since the fixed-time-interval rulebook shall be carried at all times while occurred on 1 October 1877 when a train method of scheduling train departures was working and shall be referenced as on the up line to Osaka from Kobe was inherently dangerous, the token and tablet necessary. involved in a head-on collision with an and the block telegraph methods were out-of-service train on the down line, gradually introduced to help reduce these Article 92 killing three people. At first sight, the types of accidents. In fact, the token and Train drivers and firemen shall always accident was due to a misunderstanding tablet method continued in widespread Copyright © 2002 EJRCF. All rights reserved. Japan Railway & Transport Review 33 • December 2002 5 Railway Accidents and Safety use on single-track lines until quite • Provision of through air brakes on handle natural disasters with heavy recently.
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