High-Speed Rail Around the World and the Shinkansen

High-Speed Rail Around the World and the Shinkansen
Princeton University December 1, 2010 High-Speed Rail Around the World and the Shinkansen Kunihiro Kondo Senior Chief Engineer Central Japan Railway Company (JRC) Thank you Prof. Kornhauser, for that kind introduction and thank you all for your warm welcome. I am Kunihiro Kondo of Central Japan Railway Company, Washington DC Office. I studied here at Princeton for my masters degree about 25 years ago and my advisor at the time was Prof. Kornhauser. He invited me to talk for a class and that’s why I am here today. It is a great honor to be here to talk to you. By the way, how many of you have been to Japan? Have you had the opportunity to ride on the Shinkansen ? What were your impressions of the Shinkansen? My company owns and operates the Tokaido Shinkansen, the best HSR in the world. My purpose here today is to familiarize you with high-speed rail. High-speed rail was not a particularly important topic in the United States a few years ago and I might have not been invited here to talk about it. However, today it has become a very hot topic in this country, especially given President Obama’s emphasis on building a high-speed rail system in the United States.

U.S. DoT National High-Speed Rail Plan
This is a map depicting the Obama Administration’s vision for a high-speed rail network in the United States. As you can see, it connects the major population centers of the U.S. Actually the bidding process is about to start in Florida and California. Other plans may follow them. I know that there are Princeton graduates working in this field and some of you may have the opportunities to work in this field near future. Therefore this talk is worth listening carefully.

Today’s Discussion Overview of HSR around the world; including in the U.S. Overview of the Tokaido Shinkansen CJR and the Tokaido Shinkansen About Shinkansen System Impact of HSR on society Future Prospect Deploy N 700-I into international market SCMAGLEV Conclusion First, I would like to provide an overview of HSR around the world and in the United States. Next, I will introduce my company and explain the Tokaido Shinkansen, Then, based on our experience in Japan, I will demonstrate to you the many positive impacts high-speed rail can have on the society. And finally, I will tell you about the future prospects for HSR.

World High-Speed Rail Network
The definition of High-Speed Rail (HSR) UIC and EC Directive 250 km/h(156m/h) : new tacks 200 km/h (125m/h) : existing tracks The United States FRA 180 km/h (110m/h) World network (V > 250 km/h) km of lines in operation km of lines under construction km of lines planned First, I would like to define high-speed rail. There are a number of definitions for HSR in use worldwide and there is no single standard. The UIC (International Union of Railways) and European Union (EU) Directive 96/58 defines HSR as trains traveling at speeds of 250k/h on new track or 200km/h on exiting tracks. In the United States, the Federal Railroad Administration defines high-speed rail as anything above110mph(180km/h)—a very low threshold indeed, and not really true high-speed rail. Using the UIC’s definition of high-speed rail, in 2010, there was over 13,000 kilometers of high-speed rail lines in the world. Today, there is about 11,000 kilometers more under construction, and over 17,000 kilometers additional in the planning phase. August 2010

HSR Systems Around the World
This is the distribution of high speed rail around the world and HSRs are now being operated in 14 countries. Red circle is the country which operates high speed over 250 km/h, Green circle is the country which operates over 200km/h Yellow circle is the country in project. As you can see here, the high speed is spreading world wide. Let see the most dense area, Europe. V > 250 km/h in operation V < 200 km/h in operation High-Sspeed in project

High-Speed Rail In Europe
6161km(2010) Situation as at 17000km (2025) v > 250 km/h v > 250 km/h Planned 180 < v < 250 km/h Other lines Information given by the Railways This is the current European high speed rail map. As you know, the European Union is trying to interconnect all its members and efficient mobility within the area is indispensable. That is why they are very keen to extend their HSR network. The red lines you see here mark dedicated high speed rail track and and the green line represents conventional track that has been upgraded. The total length on dedicated high-speed rail track in Europe is 6,161 km, which will grow to over 17,000km by 2025. UIC - High-Speed

High-Speed Rail In Europe
France 1981: 1872km 320km/h Spain 1991: 1604km 300km/h These are the leading high-speed rail technologies in Europe today. TGV from France, France has the most extensive HSR network in Europe. The TGV owns the world speed record for HSR, 574km/h Surprisingly Spain has the next longest HSR network in Europe and is keen to extend its network to 10,000km by 2020 The ICE from Germany is another leading HSR technology, famous for its advanced technology. Italy has recently embarked on true HSR operation and is known for its tilting rolling stock technology and design. Italy 1981: 923km 300km/h Germany 1991: 1285km 300km/h YouTubeFrHighSpeedRecord 8

High Speed Rail in Japan
km 300km/h Japan is the “gold standard” for high-speed rail in the entire world. After all, it was Japan that started the concept of high-speed rail in1964 Japan has a high-speed rail network that extends 2,452km, which is the second longest in the world. Now there are 8 Shinkansen lines that are categorized into two groups. The JRC group operates Series N700 and its variants depicted here on the upper left; and The JRE group operate Series E2 and its variants, shown in the lower right. Series N700 Series E2

High-Speed Rail in Asia
South Korea km 250km/h Several other countries in Asia have implemented ambitious high- speed rail programs. China has the most aggressive program and has the longest and fastest network in the world. South Korea and Taiwan have HSR too. Have you ever seen can this rolling stock ? Yes, it is Series E2 from Japan ICE from Germany TGV from France, and Series 700 from Japan The technology has been imported from other countries. China km 350km/h Taiwan km 300km/h

High-Speed Rail in the U.S.
Acela Express (AMTRAK) How is the high-speed rail in the United States? This is the only one “high-speed rail” system in the U.S.. America’s sole high-speed rail system, AMTRAK’s Acela, started operations in Have any of you ridden on the Acela? The primary difference between the Acela and other high-speed rail systems in the world is that it operates on existing conventional track along with with other traffic, such as the heavy and slow freight rail and the NJ-Transit. While the Acela has the ability to travel at relatively high speeds, its average speed is very slow compared to other HSR and the frequency low due to congestion. The time is now for America to invest in true high-speed rail. Inauguration : Line : Northeast Corridor (existing line), Washington DC – Boston 735km Top Speed: 150 mph (240 km/h) Average speed: 70 mph (110 km/h) Configuration: 1 power car + 6 cars + 1 power car, 304 seats Annual Passengers : 300,000 (2008)

Expected Evolution of the Global HSR Network
Kilometers of Track This graph depicts the expected growth of high-speed rail networks globally into the future. The world is here today, but in the next few years, the total network length will increase steeply until in 2025, the total length will be over 40,000 kilometers The steep increase mainly comes from the network expansion in China and from European countries. (Interestingly it does not include any new high-speed rail projects in the United States. The UIC produced this data and I think they might be skeptical the U.S. executing the Obama Administration’s vision.) From my explanation, you understand that the HSR is booming around world.

Central Japan Railway Company (JRC)
Operates the Tokaido Shinkansen, high-speed rail linking Japan’s most populous cities—Tokyo, Nagoya, Kyoto and Osaka Operates conventional rail in the Central Japan area Let me tell you a little more about my company. JRC operates the Tokaido Shinkansen high-speed rail, which links Japan’s most populous cities, including Tokyo, Nagoya, Kyoto and Osaka In addition to high-speed rail, JRC also operates conventional rail in the Central Japan area. From this diagram, you can see that JRC’s area of operation spans only part of Japan. JRC’s market area covers just 24% of Japan’s land area, but this area contains 60% of the country’s population and accounts for 65% of Japan’s gross domestic product. As you can see, JRC operates in a very good business environment. Revenue of JRC is about 13 billion dollars and the fourth largest passenger company in the world. Tokaido Shinkansen Kyoto Nagoya Tokyo Osaka Tokyo-Osaka: 320 miles

Tokaido Shinkansen: Tokyo—Osaka HSR
The world’s FIRST high-speed rail Operational since (*French TGV since 1981, German ICE since 1991) Remains the leading high-speed rail in the world today The Tokaido Shinkansen was the world’s first high-speed rail system, beginning operations in 1964. I would say that other high-speed rail in Europe are relative new comers to the high-speed rail world, when compared to the Shinkansen, France’s TGV started its operation in 1981, 17 years after Shinkansen; and Germany’s ICE began in 1991, 27 years after the introduction of the Shinkansen. It is obvious from these facts, that the Shinkansen was an innovation in railway world. More importantly, we are confident that even now the Shinkansen is the leading high-speed rail in the world. This is the Shinkansen Series 0, the first generation of Shinkansen rolling stock. Its maximum speed was 130mph. We do not use the Series 0 anymore and you can see it only at museums. Today, we operate the fifth generation, series N700. Series 0 (1964) 1st Generation 130 mph Series N700 (2007) 5th Generation 168mph, Sanyo 188mph

Travel Time: Tokyo—Osaka
(hours) Tokyo - Osaka 320miles Commencement of Operation (130mph) 7 6:30 6 Series 0 Series 100 Series 300 (168mph) Series 700 5 4:00 4 3:10 2:56 3 2:52 1:00 △ 59% Deployment of SCMAGLEV (310mph) 2:30 2:25 Let me show you an example of how the Tokaido Shiknansen has evolved. This graph shows how JRC has dramatically decreased the travel time between Tokyo and Osaka. The distance between Tokyo and Osaka is about 320 miles. As a point of comparison, New York City is about 225 miles from Washington, DC, so the Tokyo to Osaka run is about 100 miles longer. Introducing Shinkansen service reduced the travel time to 3hr 10min, from 6 hr and 30 min by the conventional rail. Then JRC developed and introduced the Series 300, whose maximum speed is 168mph, which reduced the travel time to 2hr and 30min. In order to increase the maximum speed, JRC introduced many innovative technologies into this Series 300. JRC’s quest for improvement continued and, in 2007 we deployed the series N700, whose maximum speed is 188mph. The N700 was the first Japanese Shinkansen to adopt a body inclining system, which enables the train to run at top speed even at sharp curves. Is this the end of our journey on improving of Shinkansen? We might have reached the peak of speed, efficiency and operation of the rail-wheel system. However, our quest to improve this main line continues and JRC has developed a new technology, Superconducting MAGLV whose maximum speed is 310mph. (Click) This innovative transportation will reduce the travel time between these two cities to 1 hr. 2 1 Debut of Series N700 (168mph, Sanyo 188mph) 1964 1965 1986 1990 1992 2007

Tokaido Shinkansen Operational Data (FY2010.3)
Total daily number of trains 341*1 Trains per hour capacity from Tokyo 13 Average daily passenger ridership 378,000 Yearly passenger ridership 138M Average annual delay per train 30 seconds*2 Accident-related fatalities Zero Now back to the present, this is operational data of Tokaido Shinkansen. The total number of trains JRC operates daily is 341 and 13 trains per hour depart from Tokyo station at peak time. It carries 378,000 passengers a day, 138 million passengers per year. As for reliability, even including uncontrollable delays such as heavy rain, typhoons and heavy snowfall, the annual average delay per train is about 30 seconds. As for the safety, the Tokaido Shinkansen has experienced NO passenger fatalities, ZERO, and not even one injury due to train accidents such as derailments or collisions since beginning operation over 46 years ago. *1 Including extra services *2 Including delays due to uncontrollable causes, such as natural disasters 17

Totally new design concept to ensure the safety in HSR operation
Keys to Success Totally new design concept to ensure the safety in HSR operation Total system approach through the integrated management of hardware & software Continuous innovation through introduction of new technologies Why could we do this? There are three crucial keys to this success. First, we built the Shinkansen under a totally new design concept that focused on ensuring safety. Second, we have been improving the system through total system approach to integrate hardware & software. Third, we also have been improving the system by continuous innovation through introduction of new technologies

Totally New Design Concept
The Shinkansen System design is based on a totally new design concept to ensure safety in HSR by eliminating operational risk. The fundamental element is, A dedicated, closed passenger rail system with full grade separations as well as segregation of passenger and freight traffic This allows us to not compromise on: other traffic traditional standard on conventional railways introducing new ideas into system Instead of applying conventional wisdom based on a traditional rail system, the Shinkansen System design is based on a completely new philosophy that is, a totally new design concept to ensure safety in HSR by eliminating operational risk. We believe that the fundamental element of this system is, “ a dedicated ” closed passenger rail system, with full grade separations as well as segregation of passenger and freight traffic This allows us no compromise on , 1)other traffic like heavy and slow freight and unreliable conventional trains, 2)design a totally new railway system apart from the standard of traditional rail system, 3)introduce new ideas into system

Why are dedicated tracks needed?
Mixed tracks : !! ♪ ♪ Dedicated tracks : ♪ Let me explain conceptually why a dedicated track for passengers traffic with grade separation is needed. This slide shows the comparison between mixed tracks and dedicated tracks, though they are depicted by the image of road traffic to help you understand easily. I don’t think I need to spend much time explaining the advantages of dedicated tracks. Which is safer? Which is faster? Which is efficient? Which is easier to design infrastructure or car (rolling stock)? I hope that you understand why I emphasize that “a dedicated track” is very important element. ♪ ♪ ♪

The Shinkansen: A Total System Approach
The Shinkansen is a Total HSR System. Not just combination of hardware (e.g.,rolling stock, ground facilities and tracks, signal system ”ATC” etc) The safety and the high quality of the Tokaido Shinkansen is enabled by the integrated management of the system’s hardware and software. - Rolling stock - Ground facilities and tracks - Signal system “ATC” (onboard and ground facilities) - Disaster prevention facilities - Protective facilities - Safety promotion structure - Employee Education and Aptitude - Maintenance - Operation management Hardware Software Total System Approach of the “High-Speed Railway System” The Shinkansen system is not a train or a train-set and also not the combination of hardware like rolling stock, ground facilities and tracks, and Signal system ATC etc. Software like Safety Promotion Structure, Employee Education and Aptitude etc are important elements to complete the system. Total system approach, that is, the integrated management of the system’s hardware and software is one of key element for our success. 21

Transition of Tokaido Shinkansen Rolling Stock
22 Transition of Tokaido Shinkansen Rolling Stock 1985 1999 Series 300 1964 Series 0 1992 2007 Series 100 Series 700 Series N700 New generation rolling stock Early series rolling stock 972t (2,142kips) 925t (2,039kips) 711t (1,580kips) 708t (1,567kips) 715t (1,576kips) Substantial reduction in the weight of rolling stock and introduction of the latest power electronics technologies - Aluminum alloy carbody - Bolsterless bogie - Asynchronous motor drive (VVVF control) - Regenerative brake - Steel car body - Conventional bogie - DC motor drive This shows the transition of Tokaido Shinkansen Rolling Stock. From the third generation, series 300, we categorize new generation rolling stock. Because we have reduced the weight of rolling stock substantially and introduced the latest power electronics technologies.

Reduction in weight (traction motor)
Series Series N700 DC motor Asynchronous motor Weight 830 kg 390 kg Output 230 kW 305 kW This is an another example of our effort to reduce the weight of rolling-stock. New asynchronous motor, right-hand side is less than half in weight and 30% more power, compared to the previous DC motor.

Komaki Research Center
24 Komaki Research Center The Facilities Building A　 Real Scale Test Structure Track & Structural Dynamics Simulator Test Facilities Building C 　 To improve railway technology of Shinkansen further, JRC opened its own R&D center in Komaki in July 2002. There are more than 120 researcher working and many state of the art testing facilities, real scale test structures and test tracks Data: ground area is 73ha and 23ha is used at moment Test Track  Opened July 2002 Site area: Approx. 73ha Use area: Approx. 20ha Employees Research & Development Division: Approx. 120 Planning & Project Division: Approx. 30 Ground area 24

Impact of Shinkansen on Society
Economic Growth Connects Communities Regional Development “Green” (Environmentally Friendly) Now let me show you socio-economic aspect of introduction of Shinkansen, the impact on society. High-speed rail can have an incredibly positive and profitable impact on the society like this. I am sure that the U.S. will enjoy these impacts if HSR is successfully introduced.

Economic Growth GDP Ridership (FY) 1964 1970 1980 1990 2000 2009
It is said that to promote and sustain long-term economic growth one must provide for the efficient and expeditious mobility of people. Japan has achieved dramatic economic growth since 1960’s. We at JRC are proud of the contributions the Shinkansen has made to provide the necessary mobility to support this economic boost. This graph shows the change of Japan’s GDP and the corresponding increase in ridership of the Tokaido Shinkansen. We see strong correlations between those two index. Historically, and even today, mobility in the U.S. is highly dependent on automobile and air travel. Like most other countries, the U.S. is experiencing a huge increase in traffic congestion both on its roads and in the air. The lack of efficient mobility in the future due to the inadequacies of these transportations might become an obstacle to the further economic growth in this country. We can see a compelling case for introducing HSR in this country. A true high-speed rail system will help ensure the efficient mobility of the American people and contribute to economic growth. Ridership (FY) 1964 1970 1980 1990 2000 2009

Connecting Communities
After Tokaido & Sanyo Shinkansen opened Tokyo Hakata The next impact of HSR is “connecting communities” The map on the left depicts Japan in its proper proportion by distance. However, If we re-draw this map in proportion to the time it takes to travel between cities after introducing the Shinkansen, Japan would look dramatically different (Click) This means, by introduction of Shinkansen system, The distance of around 300-mile such as Tokyo-Osaka, has become a one-day round trip business area. Travel distances between 50 and 100 miles have become commuting distance. Osaka Tokyo Hakata Ref: A GENERALIZED SOLUTION OF TIME-DISTANCE MAPPING, E. Shimizu et al. Univ. of Tokyo, 2004

Introducing HSR promotes development of the areas around the stations.
　新入社員研修特別講義 Regional Development Shin-Yokohama Station 1964 2010 Today Immediately after inauguration Next I would like to show you examples of the impact of high- speed rail projects on regional development. These pictures are of the area around the Shin-Yokahama Shinkansen station both before and after opening the Shinkansen station. When the station was built in 1964, there was nothing but the Shinkansen station. Today, the area around the station has transformed into a very busy business and commercial district. Introducing HSR promotes development of the areas around the stations.

Shinagawa Station today
　新入社員研修特別講義 30 Regional Development Shinagawa Station 1995 Before opening Shinagawa Station Shinagawa Station opened at 2003 2010 Shinagawa Station today Here is another example of regional development. We built a new Shinkansen station 4 miles from the Tokyo terminal. This area has been dramatically re-developed and has become one of the most densely populated business districts in the Tokyo Metropolitan area. 30

“Green” – Environmentally Friendly
31 “Green” – Environmentally Friendly Comparison of Energy Consumption per Passenger Seat Series N700 “Nozomi” Basis (90MJ/seat) Airplane (B ) 8times (770MJ/seat) Comparison of CO2 emissions per Passenger Seat The final impact of high-speed rail is its positive impact on the environment. The N700 is environmentally friendly or “Green”. This issue is becoming more and more important. This shows the comparison between the N700 and an airplane, regarding the energy consumption and CO2 emission. As for energy consumption, the N700 is one eighth of the airplane and, as for CO2 emission, the N700 is one twelfth of the airplane. Through successful operation of Shinkansen since 1964, we have significantly reduced the carbon footprint of transportation means in Japan Series N700 “Nozomi” Basis (4.4kg-CO2/seat) Airplane (B ) 12times (52kg-CO2/seat) Source: Calculation based on running performance (JR Central figures)Series N700 "Nozomi" (Tokyo~Shin-Osaka) :JR Central calculations with reference to ANA CSR Report 2009 31

“N700-I Bullet” for International Markets
JRC offers the “N700-I Bullet” for sale to international markets Let me talk briefly about the N700-I Bullet, which JRC is offering for sales to international markets through our American partner, U.S.-Japan High-Speed Rail, LLC. The N700-I Bullet is JRC’s international variant of the N700 Bullet, which I talked about earlier. Its maximum cruising speed is 205mph We are sure that this N700-I Bullet will contribute significantly to the United States achieving its strategic goals for implementing high-speed rail. “N700-I Bullet” at 205 mph cruising speed “N700-I Bullet”: based on proven “N700 Bullet” technology Configuration is flexible—can adjust from 6 to 16 cars

Superconducting MAGLEV (SCMAGLEV)
Revolutionary levitated transport system World’s fastest train Recorded manned speed: mph Planned commercial operation: mph Running test on Yamanashi test line(1997〜） Cumulative distance travelled: >800,000km　　 Practical commercial application established YouTube Fastest The next topic is Superconducting MAGLEV. Unlike conventional rail-wheel system, the SCMAGLEV is a contactless transport system propelled by magnetic force. It accelerates and decelerates through a magnetic force generated between the onboard superconducting magnetic and ground coils. The SCMAGLEV is the world’s fastest train. It recorded a manned speed of 361 mph and “The Guinness Book of Records” recognized this record as the world’s highest speed on a railway. Planned commercial operating speed is exceeding 310 mph Running tests on the Yamanashi MAGLEV test line began in and the cumulative travel distance on the line exceeded 500,000 mile ( c.f. 820,000km). In July 2009, a committee under the Government of Japan acknowledged that the technologies of SCMAGLEV had been established comprehensively and systematically. 34

The Tokaido Shinkansen Bypass Project
Increased speed will reduce travel time between Tokyo and Nagoya from 95 to 40 minutes. Tokyo Yamanashi Maglev Test Line (42.8km) Tokaido Shinkansen Nagoya Now JRC set the goal to start commercial operation between Tokyo Metropolitan and Nagoya, as the first step, by 2027. The SCMAGLEV will reduce travel time between Tokyo and Nagoya from 95 to 40 minutes and once the line is completed to Osaka, the travel time between Tokyo and Osaka become about 1 hour from 2 hours and 25 minutes. This is another innovation in transportation world like the Shinkansen was 46 years ago Tokaido Shinkansen　515 km Tokaido Shinkansen Bypass ( Aiming for operation launch by 2027 ) Osaka Yamanashi Maglev Test Line (priority section) Yamanashi Maglev Test Line

Conclusions HSR is booming globally and soon the U.S. will realize true high-speed rail !? The Tokaido Shinkansen is the leading HSR in the world and the critical keys to its success are: Totally New Design Concept Total System Approach Continuous innovation HSR has enormous impacts on the society Next HSR system: JRC is developing its SCMGLEV -- the most innovative and transformational mode of transportation in the world. (See Slide)

JRC in the United States
U.S.-Japan High-Speed Rail (USJHSR) U.S. company teamed with JRC to market and deploy the N700-I Bullet Train internationally, including in the U.S. Founded in association with JRC in 2009 and is headquartered in Washington, DC. U.S.-Japan MAGLEV (USJMAGLEV) U.S. company teamed with JRC to market and deploy its Superconducting MAGLEV technology internationally, including in the U.S. Founded in association with JRC in 2009 Headquartered in Washington, DC Last year, JRC teamed with two American companies to market its technologies internationally, including in the U.S. We teamed with U.S.-Japan High-Speed Rail to market and deploy the N700-I technology. Together we are focusing on implementing our N700-I system along the Orlando—Tampa, Florida high-speed rail corridor, and the Dallas/Fort Worth—Houston corridor in Texas. JRC teamed with U.S.-Japan MAGLEV to market and deploy its superconducting magnetic levitation technology, of which I will discuss more later in my presentation, along the Northeast Corridor from Washington, DC to Boston, beginning by linking Washington, DC with Baltimore, Maryland in less than 14 minutes. Imagines someday being able to travel from Washington to New York City in less than an hour.

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