Transport in Japan (trains mainly) (Japan)

Member Name: JammyB

Product:	Japan
Date:	26/03/01 (170 review reads)
Rating:

Advantages: -

Disadvantages: -

I wrote this a few years ago as a school project but I thought some people might find it helpful. It's a bit detailed on the different train models so please skip that if it isn't your sort of thing :)

Ok enough blah, here it is, enjoy:


Transportation

Transportation is a very important thing in Japan. Without such good transport, the country would not be in such a strong financial position. The most used public transport in Japan is the bullet train or Shinkansen.

Japan is a very overcrowded country and is full of business men. After WW2 Japan had to build the country back and so small families worked very hard and as a result, this helped Japan get such good transport and lots of money.


The Bullet Train

The bullet train or shinkansen was first used in 1964 for the Tokyo Olympics. It cut Journey time between Tokyo and Osaka dramatically. New ideas have been introduced and the system extended to other parts of Japan. Even though the
French express train, the TGV, is faster, it still cannot compare to the shinkansen for frequency or passengers carried per year.

In stations, it can get very crowded with people trying to get onto trains. The trains cannot go unless the doors are shut. To stop people getting in the way of the doors, the company employ people called pushers to push everybody into the trains.

The original shinkansen was initially classified the "000 series". It entered service in 1964 and started work on the Tokaido Shinkansen between Tokyo and Shin-Osaka. It had a top speed of 210km/h. Maximum speed was raised to 220km/h in 1986.

2288-0 subseries, 619 -1000 subseries , and 309 -2000 subseries vehicles were built from 1963 until the 1980s, and now about 900 remain in service. The 0 series is scheduled to be completely removed by the year 2000.

100 series - The second generation shinkansen type for use on the Tokaido and Sanyo
lines.

1056 vehicles were built from 1985 onwards for use on the Tokaido and Sanyo shinkansen lines. Compared to the 0 series they offered better speed, and new design features to reduce energy consumption and labour costs. Environmental noise,
which had been a problem with the 0 series, was lessened by reducing the number of pantographs (the parallelograms above the train connecting it to power lines). Despite the inclusion of 4 trailer cars, with more powerful motors , and weight reduction measures, a maximum speed of 270km/h was technically possible. Initial services however were run at a maximum 230km/h. New, improved seating was fitted, with increased pitch.

200 series

700 vehicles have been built since 1980, for use on the Tohoku and Joetsu lines. Although the styling was based on that of the original Tokaido/Sanyo 0 series, carriages were constructed of aluminium alloy for reduced weight, and increased-
power motors were installed for high-speed operations on graded mountain routes. All cars are motored. The 200 series trains also required heavy protection against snow which is common in mountainous areas. This included shrouding of wheel sets and underfloor equipment, equipment to remove airborne snow from intake air for air-conditioning, as well as the addition of miniature snowploughs at each end.

Although capable of a maximum speed of 240km/h, initial runs were limited to a maximum 210km/h. From 1985, some sets began operation at 240km/h, and from March 1990, four selected 12-car "F" sets were permitted to run at a maximum of 275km/h on certain Joetsu Asahi services.

300 series

Construction started in 1990 with the aim of speeding up services on the Tokaido and Sanyo shinkansen lines. By the end of 1995, 36 16-car units were operating, with the total up to 43 units by the end of 1996 allowing increased use on Hikari services and the phasing out of older 0 series vehicles.


AC 3-phase asynchronous motors on each driven axle give a maximum service speed of 270km/h. Motored vehicles incorporated a new AC regenerative braking system, while trailer vehicles employed eddy current braking as on the 100 series trains. The vehicle design incorporates aluminium construction for light weight. The roof level was lowered, and the front end streamlined to reduce air resistance at high speeds. Double-deck cars are not included, and restaurant facilities are replaced by two small refreshment counters. Standard class accommodation is in the normal shinkansen 2+3
configuration and green class accommodation is in 2+2.


400 series

12 6-car units were built from 1990 for use on the Tsubasa services between Tokyo and Yamagata which began in July 1992. Retractable nose-end couplers are fitted at the Tokyo end for running coupled to 200 series "K" sets between Tokyo and Fukushima. The units have a top speed of 240km/h on shinkansen lines, and 130km/h on the conventional line between Fukushima and Yamagata.

The conventional width body provides 2+2 seating in standard (980mm pitch in reserved cars, and 910mm pitch in non- reserved cars) and 2+1 in green class cars. Because of the narrower body compared to other shinkansen types, steps automatically extend below the doors for boarding at shinkansen station platforms.

500 series

The first 16-car unit was delivered in December 1995, and this entered money-earning service from the start of the new timetable on 22nd March 1997. Initially, one return Nozomi service a day is operated between Shin-Osaka and Hakata at
a maximum speed of 300km/h, making this the fastest service train in Japan, and equalling the current French TGV services. The journey time between Shin-Osaka and Hakata is reduced from 2hrs 32mins(300 series Nozomi services) to
2hrs 17mins.

It has a maximum design speed of 320km/h. An active suspension system is e
mployed to improve ride characteristics. Overhead current pickup is via 2 aerodynamic single-strut current collectors developed on the "WIN350" train. Passenger accommodation is in the layout of 2+2 seating in green class and 2+3 in standard class. Standard class seat pitch is reduced to 1020mm compared with 1040mm on the 300 series to maintain the same overall seating capacity. The
extended nose section makes the end cars 27m long compared with the standard 25m of the intermediate cars.

E1 "Max"

More often referred to by its marketing name, "Max" standing for "Multi Amenity Express", this was the first all double-deck shinkansen. 36 vehicles formed in 12-car sets entered service in July 1994 on the Tohoku and Joetsu shinkansen lines. The top speed is 240km/h.

The Max was particularly aimed at relieving overcrowding on the busy long-distance shinkansen commuter services into Tokyo. 4 cars have non-reserved seating with the upper deck accommodation arranged 3+3, giving a total of 40% more seats compared to a 200 series set. As with the 300 series units, full buffet counter facilities are not provided, but a small refreshment counter is. Vending machines for drinks and snacks are also provided at three locations within the train.

E2

6 "J" sets entered service in March 1997 running with the E3 Akita shinkansen units on Tohoku Yamabiko/Komachi services between Tokyo and Morioka. These sets are classified E2', and are equipped with retractable nose-end couplers at the Morioka end.

The maximum design speed is 315km/h, but the maximum service speed on the Hokuriku shinkansen tracks is 260km/h. The maximum speed on Tohoku services in conjunction with E3 units between Tokyo and Morioka is 275km/h. Seating is
2+3 in standard class with a seat pitch of 960mm, and 2+2 in green class with a seat pitch of 1160mm.


E3

16 units were finis
hed by the beginning of 1997. Like the 400 series, this is a mini-shinkansen vehicle designed to run at speeds up to 275km/h on shinkansen lines, and 130km/h. End cars are 23m long, and intermediate cars are 22.8m.

Trains are equipped with retractable nose-end couplers at the Tokyo end to enable running in conjunction with E2' or 200 series units between Tokyo and Morioka. The pre-production unit R1 initially had two conventional shinkansen cross-arm pantographs, but this was changed to two single-arm pantographs in opposing directions on production units.


Maglev

The Maglev is a transportation system that uses magnets to levitated the train a short distance from the track. These vehicles also use magnetic forces for non-contacting guidance and propulsion, and will travel safely at speeds greater than 336 mph.

The Maglev has lots of similarities to rail. It uses mechanical guidance from a guideway, and it can carry people straight into regions of high population. It uses electric propulsion and it is capable of operating in almost all weather conditions. It
can give comfortable travel with greater safety than air, rail or car. Unlike rail, the train can accelerate and decelerate rapidly and bank steeply for turns. This lets the route go over steep mountainous areas easily and fast.. The Maglev design uses smaller vehicles and off-line loading and unloading so that passengers do not need to make many unnecessary stops.

Maglev also has many similarities with air travel. The suspension system is non-contacting and the operating mode uses airline size trains and point-to-point scheduling. Unlike air travel, the operation is not as sensitive to weather conditions, and vehicle control is automated. It is expected to be as safe as rail, because there is no guideway encroachment and much less chance for human error.

At the moment, the Maglev only runs on testing tracks in Kyushu. When it is in use
it is expected to cut the journey time between Tokyo and Osaka by about 1 hour. The maximum speed that it could reach is 336 mph.

The Maglev has the following features:

A box-beam guideway that reduces structural cost and providing a
high degree of safety and longevity.

Excellent acceleration and braking and can operate at reduced speed
in the presence of many types of failure.

An automated and fault tolerant control system that allows
highly reliable fail-safe operation.

Use of air bearings for low speed stop and start in place of
wheels, for emergency situations.


The Seto Ohashi Bridge

The Seto Ohahsi bridge is the biggest bridge in the world. It is made of six bridges. It is the longest double-deck bridge in the world as it stretches for 7.3 miles (9,369 meters). The bridge is so long that the length at the top of the bridge is 32mm
longer than the bottom of the span due to the curvature of the Earth. The original concept of building a bridge to link the main islands of Honshu and Shikoku was proposed in 1889. Construction on the bridge began in 1978, and in 1988, 99 years after the it was first proposed, the bridge was opened to traffic. It was built at an amazing cost of 1,120,000 million yen and took 10 years to complete. Since its opening the Seto Ohashi Bridge has become a big sight-seeing venue in the
Seto Inland Sea.


Other Forms of Transport

Since Japan is such a busy place, the roads are very crowded with cars. More people use bikes, motorbikes and scooters bcause they can avoid big cues that can last for hours. People who live in cities have to own a special license to be allowed
to own a car. This is because there is not much parking space. A lot of people own very small cars so it is easier to park.

JAL or Japan Air Lines has flights in and out of the country. They fly all over the world and are very successful. This map sh
ows international flights but they also offer flights to other parts of Japan.

Summary: