DOCSLIB.ORG

Comparative Analysis of the Life Cycle Cost of High Speed Rail Systems 高速鉄道システムのライフサイクルコストに関する比較分析

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Comparative Analysis of the Life Cycle Cost of High Speed Rail Systems 高速鉄道システムのライフサイクルコストに関する比較分析 Master’s Thesis 修士論文 COMPARATIVE ANALYSIS OF THE LIFE CYCLE COST OF HIGH SPEED RAIL SYSTEMS 高速鉄道システムのライフサイクルコストに関する比較分析 Etienne LE MAOUT Student ID: 37-106940 Advisor /指導教員: Dr. Hironori KATO 加藤 浩徳 准教授 Signature Date Seal Advisor: Co-Advisor: Department of Civil Engineering, The University of Tokyo August 2012 ACKNOWLEDGMENT I would like to express my sincere gratitude to my supervisor, Assistant Professor Hironori Kato for his stimulating guidance, for his time and patience, and for the pressure he put when necessary, but never in excess. His high expectations are matched by his careful attention, his friendliness and the confidence he puts in his students. My thanks also go to other professors in the International Projects Laboratory, Professor Hideyuki Horii and Professor Riki Honda for their valuable advice. IP Lab offers a stimulating and open environment, and I wish to thank all its members, in particular Shunsaku Komatsuzaki for his support to students, as well as the former and current students of the “K-team”. I would like to express my thanks to my co-advisor Hitoshi Ieda who is without a doubt one of the greatest teachers and professors, with a contagious passion to share and learn. This thesis was made possible thanks to the interviewees both in Japan and in Europe who have accepted to give me some of their time and knowledge. In particular, I wish to express my special thanks to Laurent Bouillaut for providing me advice and contacts, and to Olivier Cazier for his continuous support, and the interesting discussions we had both in France and in Japan. This work also concludes two wonderful years spent in Japan and Tokyo in particular. This experience cannot be shared in only a few words; I can only recommend discovering this fabulous country. I wish to thank all the people I have shared this time with, in particular those I have been living with. My stay here would never have been possible without the people who have made this happen, both at Todai and at Ecole des Ponts, in particular Louis Sato. Last but not least, I wish to thank all the people who supported me from France. As always, my most devoted supporters are my family, and my closest friends. My thoughts particularly go to the person who has accepted to let me go and return to Japan even after experiencing the Great Tohoku Earthquake with me in Tokyo, and who continues to support me when I should be the one supporting her. 2 ABSTRACT There is an increasing trend to consider high speed rail as a vertically separated industry in order to introduce more competition and better interoperability. A first consequence is a standardisation of rolling stock designs and the development of cost optimisation and decision support tools to increase the competitiveness of infrastructure management, which both aim at improving high speed rail services. However, high speed rail is an integrated system and this loss of integrated approach is not optimal from an engineering perspective. Engineering choices were historically guided by the local contexts of each country or region, and the many potential markets should have the opportunity to develop a system that is adapted to their own context. For these reasons, a life cycle cost model is proposed to optimise the choice of high speed rail systems under a given context. This simple yet versatile model highlights the trade-offs between train design, infrastructure design, and operating constraints. It reveals that the manufacturers could consider larger capacity train designs. More importantly, it illustrates that a non-integrated approach such as a vertical separation without coordination leads to significant cost increases. Since higher costs would eventually be borne by the users or by the society, the regulatory authorities of the numerous high speed rail projects that are being implemented must not only coordinate the stakeholders but also ensure that their propositions and choices have a positive impact with adequate decision support tools. Keywords: high speed rail; life cycle cost; TGV; Shinkansen; 3 TABLE OF CONTENTS ACKNOWLEDGMENT ...................................................................................................................... 2 ABSTRACT .......................................................................................................................................... 3 LIST OF FIGURES ............................................................................................................................ 10 LIST OF TABLES .............................................................................................................................. 12 ABBREVIATIONS ............................................................................................................................ 13 1. OBJECTIVES, SCOPE AND OUTLINE ............................................................................... 14 1.1. Objectives ............................................................................................................................................ 14 1.2. Outline of report ............................................................................................................................... 14 1.3. Scope of research: definitions of high speed rail .................................................................. 15 1.3.1. A matter of speed ..................................................................................................................................... 15 1.3.2. Regional definitions ................................................................................................................................ 17 1.3.3. Operational definition: variability of high speed rail ............................................................... 19 1.3.4. Definition for this study ........................................................................................................................ 19 2. HISTORY AND DEVELOPMENT OF HIGH SPEED RAIL: A REVIEW ...................... 21 2.1. Japanese Shinkansen: a step forward ....................................................................................... 21 2.1.1. Purpose and design ................................................................................................................................. 21 2.1.2. The Nationwide Shinkansen Railway Development Law ....................................................... 23 2.1.3. Fifty years of high performances ...................................................................................................... 24 2.1.3.1. Evolution of train set technology ............................................................................................. 24 2.1.3.2. Exported Shinkansen .................................................................................................................... 26 2.1.3.3. Strong points of Shinkansen operation ................................................................................. 26 2.2. High speed rail in Europe: from specific needs to a European network ...................... 27 2.2.1. French TGV ................................................................................................................................................. 27 2.2.1.1. Purpose and design ........................................................................................................................ 27 4 2.2.1.2. Evolution of TGV rolling stock ................................................................................................... 28 2.2.1.3. Exportation of TGV technologies .............................................................................................. 30 2.2.2. German ICE................................................................................................................................................. 30 2.2.2.1. Purpose, design and evolution .................................................................................................. 30 2.2.2.2. Eschede disaster .............................................................................................................................. 31 2.2.3. European network and interoperability ........................................................................................ 32 2.2.3.1. Incompatibilities between countries ...................................................................................... 32 2.2.3.2. European transport policy .......................................................................................................... 33 2.2.3.3. New European standards for interoperability ................................................................... 34 2.2.4. Other European high speed trains .................................................................................................... 35 2.2.4.1. Italian Pendolino and tilting trains .......................................................................................... 36 2.2.4.2. Spanish Talgo: variable gauge and articulated structure ............................................... 37 2.3. Other networks and projects........................................................................................................ 37 2.3.1. Existing lines and projects ................................................................................................................... 37 2.3.2. China ............................................................................................................................................................
Load more

Recommended publications
  • The California High Speed Rail Proposal: a Due Diligence Report
    September 2008 THE CALIFORNIA HIGH SPEED RAIL PROPO S AL : A DUE DILIGENCE REPOR T By Wendell Cox and Joseph Vranich Project Director: Adrian T. Moore, Ph.D. POLICY STUDY 370 Reason Citizens Against Howard Jarvis Taxpayers Foundation Government Waste Foundation reason.org cagw.org hjta.org/hjtf Reason Foundation’s mission is to advance Citizens Against Government Waste Howard Jarvis Taxpayers Foundation a free society by developing, applying and (CAGW) is a private, nonprofit, nonparti- (HJTF) is devoted to promoting economic promoting libertarian principles, including education, the study of tax policy and san organization dedicated to educating the individual liberty, free markets and the rule defending the interests of taxpayers in the American public about waste, mismanage- of law. We use journalism and public policy courts. research to influence the frameworks and ment, and inefficiency in the federal govern- The Foundation funds and directs stud- actions of policymakers, journalists and ment. ies on tax and economic issues and works opinion leaders. CAGW was founded in 1984 by J. Peter to provide constructive alternatives to the Reason Foundation’s nonpartisan public Grace and nationally-syndicated columnist tax-and-spend proposals from our state policy research promotes choice, competi- Jack Anderson to build support for imple- legislators. tion and a dynamic market economy as the HJTF also advances the interests of mentation of the Grace Commission recom- foundation for human dignity and progress. taxpayers in the courtroom. In appro- mendations and other waste-cutting propos- Reason produces rigorous, peer-reviewed priate cases, HJTF provides legal repre- research and directly engages the policy als.
    [Show full text]
  • Mezinárodní Komparace Vysokorychlostních Tratí
    Masarykova univerzita Ekonomicko-správní fakulta Studijní obor: Hospodářská politika MEZINÁRODNÍ KOMPARACE VYSOKORYCHLOSTNÍCH TRATÍ International comparison of high-speed rails Diplomová práce Vedoucí diplomové práce: Autor: doc. Ing. Martin Kvizda, Ph.D. Bc. Barbora KUKLOVÁ Brno, 2018 MASARYKOVA UNIVERZITA Ekonomicko-správní fakulta ZADÁNÍ DIPLOMOVÉ PRÁCE Akademický rok: 2017/2018 Studentka: Bc. Barbora Kuklová Obor: Hospodářská politika Název práce: Mezinárodní komparace vysokorychlostích tratí Název práce anglicky: International comparison of high-speed rails Cíl práce, postup a použité metody: Cíl práce: Cílem práce je komparace systémů vysokorychlostní železniční dopravy ve vybra- ných zemích, následné určení, který z modelů se nejvíce blíží zamýšlené vysoko- rychlostní dopravě v České republice, a ze srovnání plynoucí soupis doporučení pro ČR. Pracovní postup: Předmětem práce bude vymezení, kategorizace a rozčlenění vysokorychlostních tratí dle jednotlivých zemí, ze kterých budou dle zadaných kritérií vybrány ty státy, kde model vysokorychlostních tratí alespoň částečně odpovídá zamýšlenému sys- tému v ČR. Následovat bude vlastní komparace vysokorychlostních tratí v těchto vybraných státech a aplikace na český dopravní systém. Struktura práce: 1. Úvod 2. Kategorizace a členění vysokorychlostních tratí a stanovení hodnotících kritérií 3. Výběr relevantních zemí 4. Komparace systémů ve vybraných zemích 5. Vyhodnocení výsledků a aplikace na Českou republiku 6. Závěr Rozsah grafických prací: Podle pokynů vedoucího práce Rozsah práce bez příloh: 60 – 80 stran Literatura: A handbook of transport economics / edited by André de Palma ... [et al.]. Edited by André De Palma. Cheltenham, UK: Edward Elgar, 2011. xviii, 904. ISBN 9781847202031. Analytical studies in transport economics. Edited by Andrew F. Daughety. 1st ed. Cambridge: Cambridge University Press, 1985. ix, 253. ISBN 9780521268103.
    [Show full text]
  • Railway Station Liège-Guillemins
    Reference report Railway station Liège-Guillemins A shining example of a European transport hub in the Wallonia region Designing clean entrances Liège-Guillemins: Liège‘s high-speed railway station The most important railway station in the Belgian city of Liège and in Fresh momentum for the city the Wallonia region as a whole, Liège-Guillemins was erected in Sep- This image of communication and transparency stands in sharp con- tember 2009 on the basis of designs by Santiago Calatrava. It is a stop- trast to the structure that preceded it. The old railway station, a 1958 ping point for Thalys and Intercity-Express trains, making the station a building that had fallen into disrepair, attempted to exert a sense of hub within the European high-speed network that runs between Lon- control over the growing numbers of railway services it saw – but the don, Paris, Brussels, Amsterdam and Cologne/Frankfurt: the distance glass and steel work of art that replaces it exudes light and radiance between Cologne and Liège can now be covered in just under an hour. and has given fresh momentum to Belgium‘s third-largest city. Oth- A good 500 trains per day are accommodated by this through station, er projects involving the station are being planned and the recently whose monumental canopy transforms it into a real landmark. opened Médiacité shopping and media centre, designed by Ron Arad, has created another new highlight. The futuristic station complex has Guiding principles: Communication and transparency a pivotal role to play in all these developments. The steel and glass roof – at once powerful and delicate – hangs above the platform like a colossal wave and flows into the oscillating roof Daylight on every level that reaches up to 50 metres over the 33,000-square metre main hall.
    [Show full text]
  • Pioneering the Application of High Speed Rail Express Trainsets in the United States
    Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 136763_Cover.indd 1 3/22/13 7:38 AM 136763_Cover.indd 1 3/22/13 7:38 AM Parsons Brinckerhoff 2010 William Barclay Parsons Fellowship Monograph 26 Pioneering the Application of High Speed Rail Express Trainsets in the United States Fellow: Francis P. Banko Professional Associate Principal Project Manager Lead Investigator: Jackson H. Xue Rail Vehicle Engineer December 2012 First Printing 2013 Copyright © 2013, Parsons Brinckerhoff Group Inc. All rights reserved. No part of this work may be reproduced or used in any form or by any means—graphic, electronic, mechanical (including photocopying), recording, taping, or information or retrieval systems—without permission of the pub- lisher. Published by: Parsons Brinckerhoff Group Inc. One Penn Plaza New York, New York 10119 Graphics Database: V212 CONTENTS FOREWORD XV PREFACE XVII PART 1: INTRODUCTION 1 CHAPTER 1 INTRODUCTION TO THE RESEARCH 3 1.1 Unprecedented Support for High Speed Rail in the U.S. ....................3 1.2 Pioneering the Application of High Speed Rail Express Trainsets in the U.S. .....4 1.3 Research Objectives . 6 1.4 William Barclay Parsons Fellowship Participants ...........................6 1.5 Host Manufacturers and Operators......................................7 1.6 A Snapshot in Time .................................................10 CHAPTER 2 HOST MANUFACTURERS AND OPERATORS, THEIR PRODUCTS AND SERVICES 11 2.1 Overview . 11 2.2 Introduction to Host HSR Manufacturers . 11 2.3 Introduction to Host HSR Operators and Regulatory Agencies .
    [Show full text]
  • PDF-Download
    Michaël Tanchum FOKUS | 8/2020 Morocco‘s Africa-to-Europe Commercial Corridor: Gatekeeper of an emerging trans-regional strategic architecture Morocco’s West-Africa-to-Western-Europe framework of this emerging trans-regional emerging West-Africa-to-Western-Europe commercial transportation corridor is commercial architecture for years to come. commercial corridor. The November 15, redefining the geopolitical parameters of 2018 inauguration of the first segment of the global scramble for Africa and, with Morocco’s Construction of an Africa-to- the landmark high-speed line was presi- it, the strategic architecture of the Medi- Europe Corridor ded over by King Mohammed VI himself, in terranean basin. By massively expanding conjunction with French President Emma- the port capacity on its Mediterranean Situated in the northwest corner of Africa, nuel Macron.2 Seven years in construction, coast, Morocco has surpassed Spain and is fronting the Atlantic Ocean on its western the $2.3 billion line was built as a joint poised to become the dominant maritime coast and the Mediterranean Sea on its venture between France’s national railway hub in the western Mediterranean. Having northern coast, the Kingdom of Morocco company Société Nationale des Chemins constructed Africa’s first high-speed rail line, historically has been a geographical pivot de Fer Français (SNCF) and its Moroccan Morocco’s extension of the line to the Mau- for interchange between Europe, Africa, state counterpart Office National des Che- ritanian border, will transform Morocco into and the Middle East. In recent years, the mins de Fer (ONCF). Outfitted with Avelia the preeminent connectivity node in the semi-constitutional monarchy has adroitly Euroduplex high-speed trains produced nexus of commercial routes that connect combined the soft power resources of by French manufacturer Alstom, the initial West Africa to Europe and the Middle East.
    [Show full text]
  • Avelia Pendolino Sheet Single Deck Hst
    HIGH SPEED TRAINS PRODUCT AVELIA PENDOLINO SHEET SINGLE DECK HST Pendolino, designed for high-speed lines as well as for conventional networks, provides great flexibility, smooth cross-border operations and enhanced passenger comfort. GENERAL DESCRIPTION Avelia Pendolino is part of the Avelia range, based on proven technology used in more than 1,450 high-speed trains in service worldwide. The train is designed to run at up to 250 km/h and optimized for both conventional lines and high-speed lines. Its distributed traction offers a great flexibility, in terms of length and number of cars. Pendolino can be equipped with Tiltronix, Alstom's tilting technology, to reduce journey time on winding networks. CUSTOMER BENEFITS Great versatility Enhanced passenger experience Avelia Pendolino can be fully customized Pendolino offers flexible configurations: from interior layout to the number of cars Different ambiances, areas dedicated to (from 4 to 11), voltage power supplies, persons with reduced mobility, catering loading and track gauges. Furthermore, facilities, areas for children, dynamic Alstom’s expertise allows operators to even passenger information systems, wide plan the future evolution of their train and to corridors and gangways. Pendolino provides modernize them with minimum impact on optimum traveling experience even under operation. extreme climate conditions. It offers high- Pendolino can reach speeds of 250 km/h, on performance air conditioning, thermal KEY BENEFITS / KEY FIGURES dedicated high-speed track, with only 75% of insulation systems, winterization (up to - its available traction power and track-friendly 45°C) and protection against snow. • Alstom Avelia’s proven technology: bogies. used in 1/4 high speed trains in Truly cross-border service in the world Short-time delivery AveliaFOR trains MORE are already running in 21 • Over 400 Pendolino HST running in differentINFORMATION: countries, crossing 16 borders.
    [Show full text]
  • Ricardo Supports Siemens Mobility on New ICE Trains for Deutsche Bahn
    Ricardo plc Shoreham Technical Centre, Old Shoreham Road, Shoreham-by-Sea, West Sussex, BN43 5FG, UK Tel: +44 (0)1273 455 611 • Fax: +44 (0)1273 794 556 • Web: www.ricardo.com • Registered in England: 222915 PRESS RELEASE 14 September 2020 Ricardo supports Siemens Mobility on new ICE trains for Deutsche Bahn Siemens Mobility has nominated Ricardo Certification in the role of Notified Body for its project to supply 30 new high speed intercity express (ICE) trains for German national railway operator Deutsche Bahn The new trainsets, based on the Velaro MS design and due to be delivered into service starting in 2022, are part of a one billion Euro investment by Deutsche Bahn (DB) to expand its mainline fleet. Ricardo Certification is accredited by the EU Agency for Railways as a Notified Body (NoBo). In this role, the company is accredited to provide conformity assessments of trains and subsystems against the relevant requirements of the European Interoperability Directives 2008/57/EC and 2016/797/EC. Specifically, Ricardo Certification will verify the new ICE trains in terms of compliance with the current European Technical Specifications for Interoperability (TSI) regulations, including the quality management system of the production process. Preparing DB for the future The new ICE trains will initially run on routes between the state of North Rhine- Westphalia and Munich via the high-speed Cologne-Rhine-Main line, increasing DB’s daily passenger capacity on these mainline routes by 13,000 seats. DB is investing in a strong future proof rail system and plans to expand its fleet by over 20 percent in the coming years.
    [Show full text]
  • Innotrans 2014 Experience the Progress
    InnoTrans 2014 Experience the Progress. Liebherr-Transportation Systems Sales, Technology, Sites and Customer Service // p.6-17 Information for Visitors InnoTrans 2014 // p.4-5 People and Opportunities Working at Liebherr-Transportation Systems // p.18-25 Editorial F.l.t.r.: Heiko Lütjens, Josef Gropper, Francis Carla, Nicolas Bonleux Dear reader, InnoTrans in Berlin is for Liebherr-Transportations Systems an in environmentally friendly technologies such as air cycle air event of the utmost importance. As we did in the past, we are conditioning as well as in other solutions that feature reduced again participating with enthusiasm in this year’s trade show to noise emissions, lower weight and lower energy consumption. present our state-of-the-art products and technologies. Our efforts in research and development have been fruitful: Last year, we launched our latest innovations such as our cooling Our long-term development strategy has enabled us to system for li-ion batteries or our anti-kink system for trams. weather the recent ups and downs of the rail industry and to continue enjoying sustainable growth. We have a new Board Finally, we are very pleased that several new customers in of Management that will further drive the development of our Europe, China and the Americas have shown confidence in activities and consolidate our presence as a key player in the our company by awarding us contracts for highly promising markets worldwide. projects. Our customer service activities have shown substantial growth Liebherr-Transportation Systems is thus well prepared to meet thanks to our global service stations, which we continue to the future challenges of the rail industry, which still shows expand.
    [Show full text]
  • Trainset Presentation
    4/15/2015 California High-Speed Rail Common Level Boarding and Tier III Trainsets Peninsula Corridor Joint Powers Board Level Boarding Workshop May 2015 1 Advantages of Common Level Boarding • Improved operations at common stations (TTC, Millbrae, Diridon) • Improved passenger circulation • Improved safety • Improved Reliability and Recovery Capabilities • Significantly reduced infrastructure costs • Improved system operations • Accelerated schedule for Level Boarding at all stations 2 1 4/15/2015 Goals for Commuter Trainset RFP • Ensure that Caltrain Vehicle Procurement does not preclude future Common Level Boarding Options • Ensure that capacity of an electrified Caltrain system is maximized • Identify strategies that maintain or enhance Caltrain capacity during transition to high level boarding • Develop transitional strategies for future integrated service 3 Request for Expressions of Interest • In January 2015 a REOI was released to identify and receive feedback from firms interested in competing to design, build, and maintain the high-speed rail trainsets for use on the California High-Speed Rail System. • The Authority’s order will include a base order and options up to 95 trainsets. 4 2 4/15/2015 Technical Requirements - Trainsets • Single level EMU: • Capable of operating in revenue service at speeds up to 354 km/h (220 mph), and • Based on a service-proven trainset in use in commercial high speed passenger service at least 300 km/h (186 mph) for a minimum of five years. 5 Technical Requirements - Trainsets • Width between 3.2 m (10.5 feet) to 3.4 m (11.17 feet) • Maximum Length of 205 m (672.6 feet). • Minimum of 450 passenger seats • Provide level boarding with a platform height above top of rail of 1219 mm – 1295 mm (48 inches – 51 inches) 6 3 4/15/2015 Submittal Information • Nine Expressions of Interest (EOI) have been received thus far.
    [Show full text]
  • Unit VI Superconductivity JIT Nashik Contents
    Unit VI Superconductivity JIT Nashik Contents 1 Superconductivity 1 1.1 Classification ............................................. 1 1.2 Elementary properties of superconductors ............................... 2 1.2.1 Zero electrical DC resistance ................................. 2 1.2.2 Superconducting phase transition ............................... 3 1.2.3 Meissner effect ........................................ 3 1.2.4 London moment ....................................... 4 1.3 History of superconductivity ...................................... 4 1.3.1 London theory ........................................ 5 1.3.2 Conventional theories (1950s) ................................ 5 1.3.3 Further history ........................................ 5 1.4 High-temperature superconductivity .................................. 6 1.5 Applications .............................................. 6 1.6 Nobel Prizes for superconductivity .................................. 7 1.7 See also ................................................ 7 1.8 References ............................................... 8 1.9 Further reading ............................................ 10 1.10 External links ............................................. 10 2 Meissner effect 11 2.1 Explanation .............................................. 11 2.2 Perfect diamagnetism ......................................... 12 2.3 Consequences ............................................. 12 2.4 Paradigm for the Higgs mechanism .................................. 12 2.5 See also ...............................................
    [Show full text]
  • Opening of Tohoku Shinkansen Extension to Shin Aomori and Development of New Faster Carriages—Overview of Series E5/E6 Shinichiro Tajima
    Expansion of High-Speed Rail Services Opening of Tohoku Shinkansen Extension to Shin Aomori and Development of New Faster Carriages—Overview of Series E5/E6 Shinichiro Tajima Introduction FASTECH 360 Z were started in June 2010. These carriages will be coupled with Series E5 carriages in commercial In preparation for the December 2010 opening of the Tohoku operation to run at 320 km/h. Shinkansen extension to Shin Aomori, JR East worked steadily from 2002 on technologies to increase speed, Path to Speed Increase finally settling on a commercial operating speed of 320 km/h after various considerations, including running tests using The Tohoku Shinkansen started operation in 1982 at a the FASTECH 360 test train. Furthermore, Series E5 pre- maximum speed of 210 km/h. Today, the commercial production models were built to determine the specifications operation speed is 275 km/h but 20 years have passed since of carriages used for commercial operations; running tests the first 275 km/h operation with Series 200 carriages on the confirmed the final specifications ahead of introduction of the Joetsu Shinkansen in 1990. Full-scale operation at 275 km/h Series E5 in spring 2011. Moreover, Series E6 pre-production started with the introduction of the E3 and E2 at the opening models reflecting development successes using the of the Akita Shinkansen and Nagano Shinkansen in 1997. Figure 1 Path to Speed Increase km/h 450 JNR JR 425 km/h (STAR21, 1993) Max. test speed 400 345.8 km/h (400 series, 1991) 350 319 km/h 320 km/h (961 series, 1979) 300 km/h (2013) (2011) 300 275 km/h (1990) Max.
    [Show full text]
  • Shinkansen - Wikipedia 7/3/20, 1048 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.
    [Show full text]