DOCSLIB.ORG

The Series N700's Environment-Friendly Technology A

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
The Series N700's Environment-Friendly Technology A The Series N700’s Environment-Friendly Technology A. Torii1, I. Naruse1, M. Furuya1, Y. Yamazumi2 1Central Japan Railway Company, Tokyo, Japan, 2West Japan Railway Company, Osaka, Japan Abstract Harmony with the wayside environment has become more important, especially in the Tokaido Shinkansen. Since the Tokaido Shinkansen is running through one of the most densely populated areas in the world, there are more strict regulations on the emission of external noise than those of any other high-speed railways. While increasing maximum speed, the next-generation Series N700, which started running tests in April of 2005, features more environment-friendly characteristics than the series 700 in terms of reducing external noise, reducing wayside vibration and suppressing compression waves generated upon entry into tunnels. This paper introduces each method of reducing noise emitting from various parts of rolling stock and suppressing compression waves, and its effect, and compares them with those of the series 700 developed in 1997. 1. Introduction The Series N700 is a new improved version of the Series 700, and features the three developmental concepts outlined below. (i) High-tech(cutting edge) rolling stock that run on the Tokaido and Sanyo Shinkansen lines at the highest possible speeds (ii) Further improvements to comfort in passenger cabins (iii) Compatibility with the environment and improvement of energy-saving features In order to make the series N700 the fastest rolling stock for direct operation on the Tokaido and Sanyo Shinkansen, the body inclining system is adopted for the first time in the Shinkansen. This system allows the increase of the operating speed from 250km/h to 270km/h at curves. In addition to the speed increase at curves, the maximum speed is also raised to 300km/h. On the other hand, even though the operating speed increases, it is required to maintain the level of the impact on the wayside environment. Therefore, it is necessary to reduce the external noise and suppress compression waves generated upon entry into tunnels. Suppression of compression waves is a critical issue in Japan where high-speed trains are running through mountainous regions. Although it is obvious that the compression wave becomes weaker as the length of the nose increases, the nose length of the leading car, wh ich is also limited by ground facilities, is restricted in order to maintain passenger capacity. In order to satisfy these conflicting demands, the latest optimizing method, sometimes used for designing aircraft, is applied to develop nose shape. As a result, compression waves are greatly reduced. External noise from dominant sources has been effectively reduced. From the results of the series 700’s running tests, it is found that aeroacoustic and mechanical noise emitting from the gap between cars, bogies, pantographs and the nose of the leading car need to be reduced to further reduce overall noise. Cover-all hoods are installed between all cars to make the gaps smooth. To screen the noise from bogies, all bogies are covered with lightweight skirts. Single-arm pantographs are structured that encase the hinge of its arm in the cover. The aeroacoustic and mechanical noise from the collector head is shielded by the noise-proof walls with which the roof of the body is equipped. With regard to the nose part of the leading car, although a top priority is to suppress the compression wave, the detailed structure of parts, such as the wiper, the handles for maintenance work, the hinged doors for crews, and the plug doors for passengers, is examined carefully during wind tunnel tests at our own research institute, Komaki Research Complex. 2. Suppression of Compression Wave In spite of increasing speed at curves from 250km/h to 270km/h, the level of compression wave needs to be below the current level. The other requirements for the nose shape are shown in the following. (i) Same length of the leading car in order not to remodel ground facilities (ii) Same passenger capacity as the series 700 and the series 300 (iii) Installing doors at the nose section for passenger’s convenience (iv) Securing front visibility for drivers At first, the suppression of compression wave is examined by the conventional method used in developing the series 700. According to the method, in order to make compression wave weaker, it is important to make the changing rate of the cross section area constant. The result shows that it is necessary to make the nose part 3.8 meter longer than that of the series 700. However, since that requires the large-scale remodeling of ground facilities such as stations and rolling stock depot, the extension of the nose part is impractical. Furthermore, the seat capacity is decreased by two rows for ten passengers. Therefore, such a long nose is impossible for the series N700. Series 700 9.2m Idea by Conventional Method 13m Passenger capacity is decreased by two rows Figure 1: Leading car obtained by conventional method Hence the latest analysis method, typically used for designing the main wings for aircraft, has been applied for the first time to the development of railway rolling stock. The cross section area, a function of the distance from the nose point, is optimized by genetic algorithm combined with CFD. When designing the nose of the series N700, the optimizing method for designing main wings of aircraft is modified. There are many constraints for designing the nose shape. As mentioned before, the series N700 is required not to extend the nose, to keep the seating capacity and to install doors at the nose section. Although it is obvious that the longer nose is better for suppressing, the seating capacity is decreased. On the other hand, if keeping the same seating capacity as the series 700, the nose would be shorter such that compression wave becomes stronger. The nose part of the series N700 has to cope with these conflicting demands. Accordingly, while the structure of the driver’s cabin, passenger’s cabin and doors at the nose section has been considered carefully, the aerodynamic optimization of the nose shape is conducted. Thousands of calculations combined with the genetic algorithm and the latest CFD have optimized the nose shape of the series N700. Although the nose length is 1.5 meter longer than that of the series 700, all constraints mentioned before are satisfied and the magnitude of compression wave when running at 270 km/h is reduced as much as when the series 700 runs at 250km/h. The result is shown in Figure 2 and 3. 12 10 ) 2 8 6 4 Cross Section Area (m Series N700 2 Series 700 0 0 2 4 6 8 10 12 Distance from the Nose Point (m) Figure 2: Cross section area of leading cars Series N700 @270km/h Series 700 @250km/h kPa/sec Magnitude of Compression wave, dp/dt time sec Figure 3: Magnitude of compression wave generated upon entry into tunnels Figure 4: Nose shape of the series N700 3. Reduction of External Noise The external noise level is not allowed to increase due to the strict regulations, although the passing speed at curves is raised by 20km/h, from 250km/h to 270km/h. In case of high-speed railways, since aerodynamic noise is dominant, the noise level is increasing with proportional to the sixth power of speeds. Therefore, the overall noise level needs to be reduced by 1dB less than that of the series 700. The reduction of the noise emitting from more dominant sources becomes more important. Hundreds of running tests, using the series 700 and the experimental train 300X, make it clear that the reduction of noise from the gap between cars is necessary in addition to the noise from pantographs and the leading car. Noise emitting between cars mainly consists of aerodynamic noise from the gap and rolling noise from the bogies. The installation of cover-all hood between all cars makes it possible to reduce noise drastically. This is an integrated extendable hood made of special materials with unique durability and flexibility, which enables both to absorb large displacement when passing at sharp curves, and to restrain flapping when running at high speeds. The configuration of bogie skirt is determined for the purpose of reducing turbulence around bogies and shielding rolling noise, without harming ease of maintenance work for bogies. As a result, external noise emitting between cars can be reduced greatly. In addition, the indoor noise is also reduced such that passengers can use cellular phones without disturbing noise. Figure 5: Cover-all hood and bogie skirt As measure for reducing noise emitting from the collector parts, the series N700 is equipped with insulator covers for preventing aerodynamic noise generated from insulators supporting the pantograph and surrounding rooftop equipment, and double side walls to shield current collection and aerodynamic noise. Pantographs are structured to encase the middle hinge and air pipes in the windshield cover, which is streamlined for further noise reduction. Although conventionally supported by four insulators, the pantograph on the series N700 is supported by three insulators to make the cover smaller than that of the series 700. The shielding performance of double side walls is proportional to its weight and size. However, considering the total weight and the height of the center of the gravity, it is impossible to make the side walls heavier and larger. Though the maximum weight of side walls is limited, the adoption of light-weight aluminum honeycomb panel makes it possible to enlarge side walls. Larger Double Side Walls Series N700 Series 700 Double Side Walls Four Insulators and Pantograph Pantograph Three Insulators Cable Head Figure 6: Rooftop equipment of the series N700 and the series 700 Figure 7: Pantograph and insulator cover The reduction of external noise generated from the nose part of the leading car is also considered, though the top priority is to suppress compression wave.
Load more

Recommended publications
  • Bullets and Trains: Exporting Japan's Shinkansen to China and Taiwan
    Volume 5 | Issue 3 | Article ID 2367 | Mar 01, 2007 The Asia-Pacific Journal | Japan Focus Bullets and Trains: Exporting Japan's Shinkansen to China and Taiwan Christopher P. Hood Bullets and Trains: ExportingJapan ’s Japan, like many other countries has a de facto Shinkansen to China and Taiwan two-China policy with formal recognition of the People’s Republic but extensive economic and By Christopher P. Hood other ties with the Republic. One example of this dual policy is the use of Haneda Airport by China Airlines (Taiwan), but the use of Narita It is over forty years since the Shinkansen Airport by airlines from China. (‘bullet train’) began operating between Tokyo and Osaka. Since then the network has The Shinkansen expanded, but other countries, most notably France and Germany, have been developing The Shinkansen is one ofJapan ’s iconic their own high speed railways, too. As other symbols. The image ofMount Fuji with a countries, mainly in Asia, look to develop high passing Shinkansen is one of the most speed railways, the battle over which country projected images of Japan. The history of the will win the lucrative contracts for them is on. Shinkansen dates back to the Pacific War. It is not only a matter of railway technology. Shima Yasujiro’s plan for thedangan ressha Political, economic & cultural influences are (‘bullet train’) then included the idea of a line also at stake. This paper will look at these linking Tokyo with Korea and China (1). various aspects in relation to the export of the Although that plan never materialised, the Shinkansen to China in light of previous Shinkansen idea was reborn nearly two Japanese attempts to export the Shinkansen decades later, as yume-no-chotokkyu (‘super and the situation in Taiwan.
    [Show full text]
  • Notice of Series N700 Shinkansen Train Bogie Frames Matter
    Kawasaki Heavy Industries, Ltd. February 28, 2018 Notice of Series N700 Shinkansen Train Bogie Frames matter Kawasaki hereby reports on the above matter, as described in the attached documents. It is still not clear how far this matter will affect business performance; however, should matters requiring disclosure be identified, you will be notified promptly. February 28, 2018 Kawasaki Heavy Industries, Ltd. Series N700 Shinkansen Train Bogie Frames With reference to the crack (structural failure) of the bogie (or truck) frame (hereinafter referred to as the “Failed Bogie Frame”) of series N700 Shinkansen train owned by West Japan Railway Company (hereinafter referred as "JR West") occurred at Nagoya Station on 11 December 2017, we, as the manufacturer of the Failed Bogie Frame, hereby express our sincere apology for inconvenience and concern caused to passengers of Tokaido-Sanyo Shinkansen, JR West, Central Japan Railway Company (hereinafter referred to as “JR Central”) and any other related party. While the Japan Transport Safety Board (hereinafter referred to as “JTSB”) is currently conducting dedicated investigations into a root cause of the crack of the Failed Bogie Frame, we hereunder report what has been revealed in the investigation until now and our remedial actions to be taken. 1. Results of the investigation of the Failed Bogie Frame and defects during manufacturing process We manufactured the Failed Bogie Frame in February 2007 at Kawasaki’s Rolling Stock Company Hyogo Works, and the followings have been revealed in the investigation until now. (1) Although the bottom plate of the side frame of the bogie frame of series N700 Shinkansen train should be 8mm thick the design specifications (more than 7mm post-processing), it is 4.7mm at the thinnest location.
    [Show full text]
  • The Body Inclining System of the Series N700 Shinkansen
    The Japan Society of Mechanical Engineers International Symposium on Speed-up, Safety and Service Technology for Railway and Maglev Systems 2009 (STECH’09) 2009.6.16-19 Niigata JAPAN THE BODY INCLINING SYSTEM OF THE SERIES N700 SHINKANSEN Yasuki Nakakura *1 and Kosuke Hayakawa *2 *1 Shinkansen Operations Division, Central Japan Railway Company, [email protected] *2 Shinkansen Operations Division, Central Japan Railway Company, [email protected] ABSTRACT 2. OVERVIEW OF THE BODY INCLINING The Series N700 is the first Shinkansen rolling stock to SYSTEM employ a body inclining system, which allows speed increases on curves while maintaining riding comfort. 2.1 Requirements of the body inclining system for a For use in the Tokaido Shinkansen, such a system needs Tokaido Shinkansen train-set to be light-weight and possess a reliable means to provide Over the years, body inclining system has been used with high precision position data. Reliability is a crucial factor conventional trains, but no such system has been when considering that the Tokaido Shinkansen operates a employed in Shinkansens excluding cases of test use. maximum of 13 train-sets per hour. In order to meet these Looking at high-speed trains in Europe, there exist cases requirements, the Series N700 adopts a simple and light where body-inclining mechanisms have been adopted weight air-spring based body inclining mechanism, such as the Italian ETR450 and the Swedish X2000. which combines the new automatic train control (ATC) However, their mechanisms are complex and heavy, technology capable of providing reliable high-precision making them unsuitable for use in the Tokaido position data, and control transmission technology that Shinkansen, where axle load restriction is strict.
    [Show full text]
  • He Superconducting Maglev Train & Impacts of New Transportation
    COVER STORY • “Amazing Tokyo” — Beyond 2020 • 7 he Superconducting Maglev Train & Impacts of New Transportation Infrastructure TBy Shigeru Morichi Author Shigeru Morichi Transportation Technology regions. Many countries have since achieved high economic growth, & Economic Development but with widening income gaps between regions. In this respect, Japan achieved a different outcome. Japan’s achievement in reaching high economic growth in just What impact, then, will the current development of new under 20 years after the end of World War II was once called a transportation infrastructure have on Japan? “miracle”. Twenty years further on, following the oil shock, there was talk of “Japan as Number One” when the rest of the world was Superconducting Magnetic Levitation Railway suffering from recession. Behind these two phenomena were not just the quality and manufacturing costs of Japan’s industrial products, Process of development but also technological innovation in its transportation system. Construction for the superconducting magnetic levitation railway, During the high economic growth period, achievements were the Chuo Shinkansen, began in December 2014, and by 2027 it will made in marine transport via containerization, and also through only take 40 minutes to travel the 286 kilometers between mass reduction in transportation costs with the introduction of Shinagawa Station in Tokyo and Nagoya Station. The current Tokaido specialized vessels for transporting motor vehicles and crude oil, as Shinkansen runs on a different route, and it currently takes 90 well as large vessels. Without these developments, industrial minutes to travel the 335 km between Shinagawa and Nagoya. The products from distant Japan could not have proved competitive in new Chuo Shinkansen will only take 67 minutes to travel the 438 km Europe or the United States.
    [Show full text]
  • How the Punctuality of the Shinkansen Has Been Achieved
    Computers in Railways XII 111 How the punctuality of the Shinkansen has been achieved N. Tomii Chiba Institute of Technology, Japan Abstract The high speed railway line in Japan began operation in 1964. The high speed railway is called the Shinkansen and is known for its safety and reliability. In addition, the Shinkansen is well known for punctuality. As a matter of fact, the average delay of trains is less than one minutes every year. The Shinkansen runs along dedicated lines, which seem to be advantageous in keeping punctuality. However, there are lots of disadvantages as well. For example, although traffic is very dense, resources are not abundant. In some Shinkansen lines, trains go directly through conventional railway lines and the Shinkansen is easily influenced by the disruption of those lines. Punctuality of the Shinkansen is supported by hardware, software and humanware. In this paper, we first introduce a brief history of the Shinkansen and then focus on humanware, which makes the punctuality possible. Keywords: high speed trains, punctuality, rescheduling, Shinkansen. 1 Introduction In 1964, a high speed railway line opened in Japan. The new line connects Tokyo, the capitol, and Osaka, the second largest city located 600 km away. The maximum speed of trains was 210km/h, which was almost twice that of other trains in those days and the travelling time between these two cities was halved to only three hours and ten minutes. The new high-speed line was called the Shinkansen and it had a great impact not only on railways in Japan, but also on railways worldwide.
    [Show full text]
  • Superconducting Maglev(Scmaglev)
    THE REVIEW SUPERCONDUCTING MAGLEV (SCMAGLEV) , http: // jr-central.co.jp/ 17.05 SUPERCONDUCTING MAGLEV (SCMAGLEV) e Superconducting Maglev -Next Generation Transportation System e Superconducting Maglev (SCMAGLEV) is an internationally acclaimed, cutting-edge technology unique to Japan. Unlike conventional railway systems that rely on adhesion between wheel and rail for movement, the Superconducting Maglev is a contactless transportation system that accelerates and decelerates by the magnetic force generated between the onboard superconducting magnets and ground coils, which enables a stable ultra-high speed operation at the speed of 311mph. Research of a totally new levitated transportation system commenced in 1962, and running tests on the Yamanashi Maglev Line began in 1997. Since then, a wide range of tests were conducted and cleared. With these test results, the Maglev Technological Practicality Evaluation Committee (MTPEC) under the Japanese Ministry of Land, Infrastructure, Transport and Tourism (MLIT) has evaluated Superconducting Maglev technology at each stage. In July 2009, MTPEC acknowledged that the technology has been established comprehensively and systematically, which makes it possible to draw up detailed specications and technological standards for revenue service. In December 2011, the technical standards of the Superconducting Maglev were enacted by the Japanese Minister of Land, Infrastructure, Transport and Tourism. In August 2013, the Yamanashi Maglev Line was fully renewed and extended to 42.8km (26.6miles), and is currently operating using Series L0 (L Zero). is leading edge Japanese technology is the next generation of super fast train travel. e Principles of the Superconducting Maglev System How the Superconducting Maglev runs at ultra high-speed? In order to operate at ultra high-speed, the Superconducting Maglev levitates 10cm (about 3.9in) above ground by the magnetic force Electric resistance generated between the onboard Superconducting Magnets and ground coils.
    [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]
  • Japan's High-Speed Rail System Between Osaka
    MTI Report MSTM 00-4 Japan’s High-Speed Rail System Between Osaka and Tokyo and Commitment to Maglev Technology: A Comparative Analysis with California’s High Speed Rail Proposal Between San Jose/San Francisco Bay Area and Los Angeles Metropolitan Area March 2000 Robert Kagiyama a publication of the Norman Y. Mineta International Institute for Surface Transportation Policy Studies IISTPS Created by Congress in 1991 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipients Catalog No. 4. Title and Subtitle 5. Report Date Japan’s High-Speed Rail System between Osaka and Tokyo and March 2000 Commitment to Maglev Technology: A Comparative Analysis with California’s High-Speed Rail Proposal between San Jose/San Francisco bay Area and Los Angeles Metropolitan Area 6. Performing Organization Code 7. Author 8. Performing Organization Report No. Robert Kagiyama MSTM 00-4 9. Performing Organization Name and Address 10. Work Unit No. Norman Y. Mineta International Institute for Surface Transportation Policy Studies College of Business—BT550 San José State University San Jose, CA 95192-0219 11. Contract or Grant No. 65W136 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered California Department of Transportation U.S. Department of Transportation MTM 290 March 2000 Office of Research—MS42 Research & Special Programs Administration P.O. Box 942873 400 7th Street, SW Sacramento, CA 94273-0001 Washington, D.C. 20590-0001 14. Sponsoring Agency Code 15. Supplementary Notes This capstone project was submitted to San José State University, College of Business, Master of Science Transportation Management Program as partially fulfillment for graduation.
    [Show full text]
  • The Workings of Maglev: a New Way to Travel
    THE WORKINGS OF MAGLEV: A NEW WAY TO TRAVEL Scott Dona Amarjit Singh Research Report UHM/CE/2017-01 April 2017 The Workings of Maglev: A New Way to Travel Page Left Blank ii Scott Dona and Amarjit Singh EXECUTIVE SUMMARY Maglev is a relatively new form of transportation and the term is derived from magnetic levitation. This report describes what maglev is, how it works, and will prove that maglev can be successfully constructed and provide many fully operational advantages. The different types of maglev technology were analyzed. Several case studies were examined to understand the different maglev projects whether operational, still in construction, or proposed. This report presents a plan to construct a maglev network using Maglev 2000 vehicles in the United States. A maglev system provides energy, environmental, economic, and quality of life benefits. An energy and cost analysis was performed to determine whether maglev provides value worth pursuing. Maglev has both a lower energy requirement and lower energy costs than other modes of transportation. Maglev trains have about one-third of the energy requirement and about one- third of energy cost of Amtrak trains. Compared to other maglev projects, the U.S. Maglev Network would be cheaper by a weighted average construction cost of $36 million per mile. Maglev could also be applied to convert the Honolulu Rail project in Hawaii from an elevated steel wheel on steel rail system into a maglev system. Due to the many benefits that Maglev offers and the proof that maglev can be implemented successfully, maglev could be the future of transportation not just in the United States but in the world.
    [Show full text]
  • Maglev) Shinkansen and Abenomics
    Volume 15 | Issue 12 | Number 5 | Article ID 5050 | Jun 15, 2017 The Asia-Pacific Journal | Japan Focus End Game for Japan’s Construction State - The Linear (Maglev) Shinkansen and Abenomics Aoki Hidekazu and Kawamiya Nobuo Abstract The Linear Shinkansen plan is a project to connect Tokyo-Osaka (438 kms) in 67 minutes Prime Minister Abe has committed 3 trillion by magnetically levitated (superconducting yen ($27 billion) to finance a linear Shinkansen maglev.) bullet trains, with a maximum speed project linking Tokyo and Nagoya/Osaka by of 505 km/h and for a total cost estimated at Maglev. Technical analysis shows that the 9.03 trillion yen. The first stage object is to Linear Shinkansen constitutes not only an start service on the Tokyo-Nagoya 286 kms extraordinarily costly but also an abnormally sector by 2027, for an investment of 5.43 energy-wasting project, consuming in operation trillion yen. Overall completion of the line between four and five times as much power as through to Osaka, under the revised Abe the Tokaido Shinkansen which already provides government plan, is to occur in 2037.2 high speed rail connection. Since the 1960s, Japan’s major construction projects have become vastly more costly and less efficient. Deficit-breeding, energy-wasting, environmentally-destructive, and technologically unreliable, the Linear Shinkansen project must be considered a guaranteed fiasco, with the potential not only of its own collapse but of bringing the Tokaido Shinkansen down too. Keywords: Linear Shinkansen, Maglev, Construction State, Primary Energy Supply, Total Industrial Output 1. Linear Shinkansen: Upgrade to National Project Route Map of the Linear Shinkansen On August 2, 2016, Japan's Prime Minister Abe Shinzo and his cabinet decided on 28.2 trillion yen worth of economic measures described as At the Ise-Shima G7 Summit in May 2016, an “investment for the future”.
    [Show full text]
  • Part 2: Speeding-Up Conventional Lines and Shinkansen Asahi Mochizuki
    Breakthrough in Japanese Railways 9 JRTR Speed-up Story 2 Part 2: Speeding-up Conventional Lines and Shinkansen Asahi Mochizuki Reducing Journey Times on is limited by factors such as curves, grades, and turnouts, so Conventional Lines scheduled speed can only be increased by focusing effort on increasing speed at these locations. Distribution of factors limiting speed Many of the intercity railways in Japan are lines in The maximum speed of any line is determined by emergency mountainous areas. So, objectives for increasing speeds braking distance. However, train speeds are also restricted by cannot be achieved by simply raising the maximum speed. various other factors, such as curves, grades, and turnouts. Acceleration and deceleration performance also impact Speed-up on curves journey time. The impact of each element depends on the The basic measures for increasing speeds on curves are terrain of the line. The following graphs show the distributions lowering the centre of gravity of rolling stock and canting the of these elements for the Joban Line, crossing relatively flat track. However, these measures have already been applied land, and for the eastern section of the Chuo Line, running fully; cant cannot be increased on lines serving slow freight through mountains. trains with a high centre of gravity. Conversely, increasing The graph for the Joban Line crossing the flat Kanto passenger train speed through curves to just below the limit Plain shows that it runs at the maximum speed of 120 km/h where the trains could overturn causes reduced ride comfort (M part) for about half the journey time.
    [Show full text]
  • JR-East Shinkansen Technology
    JR-East Shinkansen Technology Naomichi Yagishita, Executive Director East Japan Railway Company 2013/ 4/8 Presentation for41th Modern Rolling Stock at Technical University Graz. Contents Outline of JR-East Shinkansen network Features of Shinkansen rolling stock Control center for monitoring of Shinkansen operations Turn-back at Tokyo station Through service Countermeasures against natural disasters Environmental technology Riding comfort technology 3.11 Earthquake, restoration and recovery Future Plans Copyright© 2013 East Japan Railway Company ALL Rights Reserved. Network of JR East Shin-Aomori Akita Yamagata Nagano Niigata Sendai Tokyo *After 2013 spring Network Gauge Power supply Max Velocity Category 1 Dedicated guideway 1140km AC 25kv 50Hz 320km/h Standard High speed Through service 277km (1435mm) AC 20kv 50Hz network into conventional line 130km/h on electrified 100km/h on Non- Category 2 Tokyo urban network 2550km Narrow DC 1.5kv AC 20kv 50Hz electrified Category 3 Local network 3586km (1064mm) Non-electrified Copyright© 2013 East Japan Railway Company ALL Rights Reserved. Features of JR-East Shinkansen network Shin-Aomori 1.Runs in 5 directions from Hachinohe Tokyo Akita Morioka 2. Uses 3 types of rolling stock 3. Through-operation on Shinjo converted conventional lines by hybrid type Yamagata Sendai Niigata Fukushima 4.Quick turn-back at terminal stations (12 minutes at Tokyo Kanazawa Station) Nagano Takasaki 5. Maximum speed 320km/h Omiya Copyright© 2013 East Japan Railway Company ALL Rights Reserved. Features of rolling stock Three types of JR East Shinkansen trains For longer trips 275km/h 320km/h Hybrid type For through service with coupling/uncoupling functions 275km/h 300km/h For commuting 240km/h240km/h Copyright© 2013 East Japan Railway Company ALL Rights Reserved.
    [Show full text]