Przegląd Prasy Technicznej: Styczeń – Luty 2018
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East Japan Railway Company Shin-Hakodate-Hokuto
ANNUAL REPORT 2017 For the year ended March 31, 2017 Pursuing We have been pursuing initiatives in light of the Group Philosophy since 1987. Annual Report 2017 1 Tokyo 1988 2002 We have been pursuing our Eternal Mission while broadening our Unlimited Potential. 1988* 2002 Operating Revenues Operating Revenues ¥1,565.7 ¥2,543.3 billion billion Operating Revenues Operating Income Operating Income Operating Income ¥307.3 ¥316.3 billion billion Transportation (“Railway” in FY1988) 2017 Other Operations (in FY1988) Retail & Services (“Station Space Utilization” in FY2002–2017) Real Estate & Hotels * Fiscal 1988 figures are nonconsolidated. (“Shopping Centers & Office Buildings” in FY2002–2017) Others (in FY2002–2017) Further, other operations include bus services. April 1987 July 1992 March 1997 November 2001 February 2002 March 2004 Establishment of Launch of the Launch of the Akita Launch of Launch of the Station Start of Suica JR East Yamagata Shinkansen Shinkansen Suica Renaissance program with electronic money Tsubasa service Komachi service the opening of atré Ueno service 2 East Japan Railway Company Shin-Hakodate-Hokuto Shin-Aomori 2017 Hachinohe Operating Revenues ¥2,880.8 billion Akita Morioka Operating Income ¥466.3 billion Shinjo Yamagata Sendai Niigata Fukushima Koriyama Joetsumyoko Shinkansen (JR East) Echigo-Yuzawa Conventional Lines (Kanto Area Network) Conventional Lines (Other Network) Toyama Nagano BRT (Bus Rapid Transit) Lines Kanazawa Utsunomiya Shinkansen (Other JR Companies) Takasaki Mito Shinkansen (Under Construction) (As of June 2017) Karuizawa Omiya Tokyo Narita Airport Hachioji Chiba 2017Yokohama Transportation Retail & Services Real Estate & Hotels Others Railway Business, Bus Services, Retail Sales, Restaurant Operations, Shopping Center Operations, IT & Suica business such as the Cleaning Services, Railcar Advertising & Publicity, etc. -
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. -
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. -
Let's Take the Hokkaido Shinkansen!
OCT.2017 JRHokkaido Mail Magazine Let’s take the Hokkaido Shinkansen! Contents: 1.The Hokkaido Shinkansen 2.Walking around Kikonai station 3.Take “ Hakodate Liner” to Hakodate 4.JR East-South Hokkaido Rail Pass & JR-EAST Train Reservation 1.The Hokkaido Shinkansen The Hokkaido shinkansen is the newest Shinkansen which was launched in March 2016, connecting Shin-Aomori with Shin-Hakodate-Hokuto in one hour. The route length of the Hokkaido Shinkansen is 148.4 kilometers and one-third of it is the world's longest tunnel ‒ “ the Seikan Tunnel”. 2.Walking around Kikonai station Kikonai station is one of the Hokkaido Shinkansen stations. Let’s stop over here and take a walk around the station! After walking out of the station, you will see the roadside station ”Misogi-no-Sato Kikonai”. Here visitors can not only get tourism information on Southern Hokkaido area, but also find signature products at the souvenir shop. Moreover, there is a restaurant supervised by a chef who was selected as "one of the world's top 1,000 chefs". Publisher: Inbound Tourism Sales & Marketing Railway Operation Headquarters Hokkaido Railway Company Copyright © Hokkaido Railway Company ALL Rights Reserved. 01 OCT.2017 Let’s take the Hokkaido Shinkansen! JRHokkaido Mail Magazine It is recommended to attend the “Kikonai Cold Weather Purification Ritual Walk” to see around Kikonai area. Following a professional tour guide to walk from Kikonai Station to the seashore (Misogihama）, the tour stops at local shops to enjoy sweets and sample drinks, and finishes the journey experiencing the famous Cold Weather Purification Ritual and water divination, which are rarely seen in other areas. -
Chapter 6 Building Competitive Economy and Society
Section 1 Constructing Trafc Networks Chapter 6 Building Competitive Economy and Society Section 1 Constructing Trafc Networks 1 Developing Trunk Road Networks (1) Developing Trunk Road Networks Since the First Five-Year Road Construction Plan formulated in 1954, Japanese highways have been continually con- structed. For example, the construction of national highway networks, including expressways, has provided a major impe- tus in the rejuvenation of regional economies by encouraging plant locations near expressway interchanges. Additionally, it has helped enhance the quality and safety of national life by making broad-area medical services accessible to rural II areas and allowing broad rerouting to avoid highway disruption by natural disasters. An example includes the Sakai-Koga IC to Tsukuba Chuo IC segment of the Metropolitan Intercity Expressway Chapter 6 (Ken-O Expressway) opened on February 26, 2017, which resulted in roughly 90% connection of the 300 km of total roadway on the Expressway. This development is expected to attract more businesses and promote sightseeing activities. On the other hand, there are still missing links of expressways and arterial road networks in other parts of the country, which we plan to develop in a systematical manner. Building Competitive Economy and Society Figure II-6-1-1 State of Current National High-Grade Trunk Highway Improvement In service 6-lane 4-lane 2-lane Project under way Survey under way Other major routes Planned Completed Improvement extensions extensions rate National high-grade trunk highway About 14,000 km 11,404 km 81% As of March 31, 2017 Note 1: Names for interchanges and junctions under development include pending names Note 2: “ Other major routes” shown on this map show major roads in the region (including those under development and in-service routes) and not the necessity of or order of priority for individual routes. -
SPEEDLINES, HSIPR Committee, Issue
High-Speed Intercity Passenger Rail SPEEDLINES JULY 2017 ISSUE #21 2 CONTENTS SPEEDLINES MAGAZINE 3 HSIPR COMMITTEE CHAIR LETTER 5 APTA’S HS&IPR ROI STUDY Planes, trains, and automobiles may have carried us through the 7 VIRGINIA VIEW 20th century, but these days, the future buzz is magnetic levitation, autonomous vehicles, skytran, jet- 10 AUTONOMOUS VEHICLES packs, and zip lines that fit in a backpack. 15 MAGLEV » p.15 18 HYPERLOOP On the front cover: Futuristic visions of transport systems are unlikely to 20 SPOTLIGHT solve our current challenges, it’s always good to dream. Technology promises cleaner transportation systems for busy metropolitan cities where residents don’t have 21 CASCADE CORRIDOR much time to spend in traffic jams. 23 USDOT FUNDING TO CALTRAINS CHAIR: ANNA BARRY VICE CHAIR: AL ENGEL SECRETARY: JENNIFER BERGENER OFFICER AT LARGE: DAVID CAMERON 25 APTA’S 2017 HSIPR CONFERENCE IMMEDIATE PAST CHAIR: PETER GERTLER EDITOR: WENDY WENNER PUBLISHER: AL ENGEL 29 LEGISLATIVE OUTLOOK ASSOCIATE PUBLISHER: KENNETH SISLAK ASSOCIATE PUBLISHER: ERIC PETERSON LAYOUT DESIGNER: WENDY WENNER 31 NY PENN STATION RENEWAL © 2011-2017 APTA - ALL RIGHTS RESERVED SPEEDLINES is published in cooperation with: 32 GATEWAY PROGRAM AMERICAN PUBLIC TRANSPORTATION ASSOCIATION 1300 I Street NW, Suite 1200 East Washington, DC 20005 35 INTERNATIONAL DEVELOPMENTS “The purpose of SPEEDLINES is to keep our members and friends apprised of the high performance passenger rail envi- ronment by covering project and technology developments domestically and globally, along with policy/financing break- throughs. Opinions expressed represent the views of the authors, and do not necessarily represent the views of APTA nor its High-Speed and Intercity Passenger Rail Committee.” 4 Dear HS&IPR Committee & Friends : I am pleased to continue to the newest issue of our Committee publication, the acclaimed SPEEDLINES. -
JR East High-Speed Rolling Stock Development Koji Asano Director of the Advanced Railway System Development Center, Research and Development Center of JR East Group
Special feature article JR East High-speed Rolling Stock Development Koji Asano Director of the Advanced Railway System Development Center, Research and Development Center of JR East Group 1 Introduction The history of Shinkansen rolling stock for JR East started with the series 200 Shinkansen, which debuted at the opening of the Tohoku/Joetsu Shinkansen in 1982 in the Japanese National Railway era. It was initially a 12-car all motor car train with a maximum operating speed for 210 km/h. The Shinkansen network spreading out in five directions later came to have a variety of forms of operation (Fig. 1); and even after the series 200, Shinkansen rolling stock conforming to those forms of operation and with increased speeds was developed. In addition to the standard type of Shinkansen dedicated rolling stock, others appeared such as rolling stock for through service between Shinkansen and conventional lines to Akita and Shinjo and double deck rolling stock for large-volume short-distance transport. A variety of services came to be provided as well, such as GranClass providing a higher level of service and fun-to-ride Looking at high-speed railway trends around the world, we “Toreiyu” and “Genbi Shinkansen” (Fig. 2). see that many countries have achieved commercial operation The Shinkansen, handling long-distance transport, has been in excess of 300 km/h, and Italy has announced further speed forced to compete with airlines and others with the expansion of increases with a goal of 360 km/h commercial operation. And the Shinkansen network. In order to have customers choose the for JR East to transfer high-speed railway technologies abroad, Shinkansen, we need to think up how to make it more attractive we need to accumulate technologies for high-speed running in and amenity-rich. -
Shinkansen - Bullet Train
Shinkansen - Bullet Train Hokkaido Shinkansen Shin-Hakodatehokuto Sea of Japan Shin-Aomori Hachinohe Akita Shinkansen Akita Shinjyo Morioka Tohoku Shinkansen Yamagata Shinkansen Joetsu Shinkansen Yamagata Niigata Sendai North Pacific Ocean Hokuriku Shinkansen Fukushima Kanazawa Nagano Omiya Takasaki Sanyo Shinkansen Tokyo Kyoto Nagoya Shin-Yokohama Okayama Hiroshima Tokaido Shinkansen Shin-osaka Hakata Kokura Railhead Terminus Operating km Hokkaido Shinkansen Shin-Aomori Shin-Hakodatehokuto 148.8 Kumamoto Tohoku Shinkansen Tokyo Shin-Aomori 713.7 Akita Shinkansen Morioka Akita 127.3 Yamagata Shinkansen Fukushima Shinnjo 148.6 Kyushu Shinkansen Kagoshima-chuo Joetsu Shinkansen Tokyo Niigata 333.9 Hokuriku Shinkansen Tokyo Kanazawa 450.5 Tokaido Shinkansen Tokyo Shin-Osaka 552.6 Sanyo Shinkansen Shin-Osaka Hakata 644.0 Kyushu Shinkansen Hakata Kaghoshima-chuo 288.9 As of February 2017 The high-speed Shinkansen trail over about 3,450 km connects the major cities throughout Japan. The safe and punctual public transportation system including trains and buses is convenient to move around in Japan. < Move between major cities > (approximate travel time) Tokyo to: Shin-Hakodatehokuto (4 hours and 2 minutes) Shin-Aomori (3 hours and 10 minutes) Akita (3 hours and 50 minutes) Niigata (2 hours and 23 minutes) Kanazawa (2 hours and 28 minutes) Shin-Osaka (2 hours and 38 minutes) Hakata (5 hours and 28 minutes) Shin-Osaka to: Nagoya (53 minutes) Hiroshima (1 hours and 34 minutes) Hakata (2 hours and 48 minutes) Hakata to: Kaghoshima-chuo (1 hours and 42 minutes) This document is owned or licensed by JETRO and providers of the information content. This document shall not be reproduced or reprinted on any medium or registered on any search system in whole or part by any means, without prior permission of JETRO. -
Railway Technologies & Services Japan Market Study
Railway Technologies & Services Japan Market Study JULY 2019 © Copyright EU Gateway | Business Avenues The information and views set out in this study are those of the author(s) and do not necessarily reflect the official opinion of the European Union. Neither the European Union institutions and bodies nor any person acting on their behalf may be held responsible for the use which may be made of the information contained therein. The contents of this publication are the sole responsibility of EU Gateway | Business Avenues and can in no way be taken to reflect the views of the European Union. The purpose of this report is to give European companies selected for participation in the EU Gateway | Business Avenues Programme an introductory understanding of the target markets countries and support them in defining their strategy towards those markets. For more information, visit www.eu-gateway.eu. EU Gateway to Japan Central Management Unit Japan Market Study July 2019 Submitted to the European Commission on 22 July 2019 Railway Technologies & Services - Japan Market Study - Page 3 of 143 Table of contents LIST OF ABBREVIATIONS ........................................................................................................................................ 7 EXECUTIVE SUMMARY ............................................................................................................................................. 9 2. WHAT ARE THE CHARACTERISTICS OF JAPAN? ......................................................................................... -
A Prosperous Future Starts Here
A prosperous future starts here 100% of this paper was made using recycled paper 2018.4 (involved in railway construction) Table of Lines Constructed by the JRTT Contents Tsukuba Tokyo Area Lines Constructed by JRTT… ……………………… 2 Sassho Line Tsukuba Express Line Asahikawa Uchijuku JRTT Main Railway Construction Projects……4 Musashi-Ranzan Signal Station Saitama Railway Line Maruyama Hokkaido Shinkansen Saitama New Urban Musashino Line Tobu Tojo Line Urawa-Misono Kita-Koshigaya (between Shin-Hakodate-Hokuto Transit Ina Line Omiya Nemuro Line Shinrin-Koen and Sapporo) ■ Comprehensive Technical Capacity for Railway Sapporo Construction/Research and Plans for Railway Tobu Isesaki Line Narita SKY ACCESS Line Construction… ………………………………………………6 Hatogaya (Narita Rapid Rail Acess Line) Shiki Shin-Matsudo Hokuso Railway Hokuso Line ■ Railway Construction Process… …………………………7 Takenotsuka Tobu Tojo Line Shin-Kamagaya Komuro Shin-Hakodatehokuto Seibu Wako-shi Akabane Ikebukuro Line Imba Nihon-Idai Sekisho Line Higashi-Matsudo Narita Airport Hakodate …… Kotake-Mukaihara Toyo Rapid Construction of Projected Shinkansen Lines 8 Shakujii-Koen Keisei-Takasago Hokkaido Shinkansen Aoto Nerima- Railway Line Nerima Takanodai Ikebukuro Keisei Main Line (between Shin-Aomori and Shin-Hakodate-Hokuto) Hikifune Toyo- Tsugaru-Kaikyo Line Seibu Yurakucho Line Tobu Katsutadai ■ Kyushu Shinkansen… ………………………………………9 Tachikawa Oshiage Ueno Isesaki Line Keio Line Akihabara Nishi-Funabashi Shinjuku … ………………………………… Odakyu Odawara Line Sasazuka ■ Hokuriku Shinkansen 10 Yoyogi-Uehara -
The Railway Market in Japan
www.EUbusinessinJapan.eu The Railway Market in Japan September 2016 Lyckle Griek EU-JAPAN CENTRE FOR INDUSTRIAL COOPERATION - Head office in Japan EU-JAPAN CENTRE FOR INDUSTRIAL COOPERATION - OFFICE in the EU Shirokane-Takanawa Station bldg 4F Rue Marie de Bourgogne, 52/2 1-27-6 Shirokane, Minato-ku, Tokyo 108-0072, JAPAN B-1000 Brussels, BELGIUM Tel: +81 3 6408 0281 - Fax: +81 3 6408 0283 - [email protected] Tel : +32 2 282 0040 –Fax : +32 2 282 0045 - [email protected] http://www.eu-japan.eu / http://www.EUbusinessinJapan.eu / http://www.een-japan.eu www.EUbusinessinJapan.eu Contents 1. Executive summary .................................................................................................................................................... 2 2. Introduction ............................................................................................................................................................... 3 3. Market structure........................................................................................................................................................ 4 a. Network overview (technical characteristics) ...................................................................................................... 4 b. Public & private operators .................................................................................................................................... 6 c. Large operators ................................................................................................................................................... -
Maglev Deployment in Winter Climate Challenges and Solutions for Maglev in Regions of Snow, Ice and Low Temperature
EXAMENSARBETE INOM TEKNIK, GRUNDNIVÅ, 15 HP STOCKHOLM, SVERIGE 2020 Maglev deployment in winter climate Challenges and solutions for maglev in regions of snow, ice and low temperature AXEL THORSTRAND KTH SKOLAN FÖR TEKNIKVETENSKAP Maglev deployment in winter climate Sammanfattning År 2020 har ännu inga maglevsystem byggts i regioner med tufft vinterklimat. Jämfört med konventionell järnväg så är tekniken relativt otestad mot snö, is och låga temperaturer. Om maglev skall användas i dessa regioner måste effekterna av ett kallt klimat på tekniken undersökas. Låga temperaturer skapar generellt problematiska förändringar i materialegenskaper. Ett exempel är dämpare, vars dämpningskonstanter kan förändras drastiskt då komponenten utsätts för varierande temperaturer. Is på tågets yta kan leda till ökat luftmotstånd och turbulens runt vagnarna. Samma isklumpar kan falla av tåget i höga hastigheter vilket kan leda till stor skada på både vagnar och tågbana. Snömoln som uppkommer av tågets turbulens kan leda till snöansamlingar, framförallt under tågvagnarna, och snöpartiklarna kan ta sig in i känsliga system som ventilationsutlopp. Många lösningar som används för konventionell järnväg är också applicerbara för maglev. Det finns dock ett antal unika utmaningar för tekniken, som främst har med de höga hastigheterna och den unika typen av tågbana att göra. Luftmotstånd och turbulens ökar matematiskt fortare än hastigheten, och höga hastigheter medför även större krafter. Det leder till ökad vikt av att hålla tågen isfria. De tågbanor som maglev använder är ofta byggda av betong som är känsligt för både frostsprängning och erosion. Även där finns unika utmaningar. Japan är ledande inom maglevteknologin och har tagit fram en del lösningar för att bekämpa denna typ av vinterproblematik i sina system.