Why does the maximum speed of the Shinkansen differ depending on the route?
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- Опубликовано: 5 сен 2024
- From Hokkaido to Kyushu, the Shinkansen runs all over Japan.
However, the vehicle and the maximum speed differ depending on the route.
Why is there such a difference even though they are the same Shinkansen?
You will find the reason why in this video.
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so much of this type of in depth content is in Japanese, thank you for and english outlet
Great video and explanation as always! Finally someone that can explain in depth the Japanese railways in English! Your content is always the best.
These are the best videos about the Shinkansen I’ve seen on RUclips in English. Thank you my good Sir for producing such quality videos. Utterly thankful for your great work!
Would love to see you do a video on monorails, eg the Tokyo monorail or the Chiba and Shonan suspended monorail, thanks
Found this video fascinating. I knew a few of the underlying reasons for the different speeds across the shinkansen network, but most of this was new to me, for example I never knew the impact the E1 and E4 had on max. speeds on their respective shinkansen lines. As always, thank you for sharing your knowledge.
Very nice to find a English japanese railway RUclips channel , after few years India will experience Tohoku shinkansen like bullet train ( e5 shinkansen, slab track ds ATC system etc)
13:00 So everybody is speedrunning the boarding/alighting process at Atami? (1 minute) lol
Also how about the Tokaido Shinkansen's attempt to increase their speed to 360 between Nagoya and Kyoto, and the Hokkaido Shinkansen to 210 in the Seikan tunnel?
Keep up the good work!
Atami station does not have passing tracks. So a train must leave the station as quick as possible.
1 to 2 minutes stop is very normal on the Shinkansen.
JR Central is building Maglev and I don't think they try to increase speed any more.
There will be no reason to increase speed on Tokaido once the Maglev comes online. They may even reduce the speed on that line... or (more likely) increase the number of hikari trains. My guess is that they have add Shizuoka as a stop for all Nozomi trains, and convert one or two more Nozomi trains to Hikari stopping at Hamamatsu and Mishima.
I think you could convert every Nozomi that runs before a Kodama to Hikari, that would make the 83, 215,85, 221, and 87 Hikari service.
This will be beneficial to JRC in two ways:
1) Emphasizes that the Chuo Line is the *NEW* express service by making the Tokaido line a little bit slower (by adding one stop)
2) Better serve Shizuoka (the only prefecture on the Chuo line that doesn't get a station)
3) Better service Kodama Service on middle stations as there may be more chances to switch to a faster train **
**Right now, if you get on the Kodama 711 at Odawara (leaving @9:35), it will take you ~2h to Nagoya with no hope of transferring to a faster train... so for SOME schedules it's faster to go BACK 14 minutes to Shin-Yokohama to transfer to a Nozomi train. But if ALL the Nozomi trains stop at Shizuoka, you can transfer there. And you might even be able to transfer to a Hikari if they change the schedules.
Great video as usual.
Well, I thought they had retired the 500 series shinkansen - I would love to ride it if I return to Japan before they retire it.
They use it for special trains now. They had an Evangelion train and a Hello Kitty train.
I think JR Central may push the maximum speed limit of the Tokaidō Shinkansen line from Nagoya to Kyoto from 285 km/h to as high as 300 km/h, probably by installing more sound insulation along the tracks. This is because it will be a long, long time before the Chūō Shinkansen line can be extended from Nagoya to Osaka. I do believe that they will push the maximum speed limit of the entire Jōetsu Shinkansen line in the non-tunnel sections to 260 km/h, probably as early as spring of 2022.
I don't think it is 300 km.
This is because there are more disadvantages such as rail damage and electricity costs than advantages to be gained.
In addition, the Tokaido Shinkansen is not designed for 300 km, and the linearity is very poor, so there are very few sections where 300 km can be achieved, so the speed will be only a few minutes faster.
@@miya-rr5ln Most of the Tokaidō Shinkansen line is not designed for 300 km/h. But the line from Shizuoka and Toyohashi is straight enough and with gentle enough curves that technically, 300 km/h is possible.
@@Sacto1654
Yes,it is technically possible.
In fact, in 1996, a test train 300X operated 443 km between Maibara and Kyoto, and in 2019, N700S operated 360 km on the same section on a trial basis.
However, the cost-effectiveness mentioned earlier is low.
The share of the Shinkansen between Tokyo and Osaka is 80%.
And there is also the decline in demand for the Tokaido Shinkansen after the opening of the Chuo Shinkansen.
In fact, JR Tokai says it has no plans to increase the speed.
@@miya-rr5ln Not surprised. It would require line upgrades, including more sound mitigation, that would cost a fortune on a per kilometer basis. That's why except between Maibara and Kyoto, the Tokaidō Shinkansen is limited to 270 km/h. More modern construction on the San'yō Shinkansen from Shin-Osaka to Hakata allows for a top speed of 300 km/h.
TLDR: Service on the Tokaido will be the same or slower after the Chuo line opens.
The time savings will come from users transferring to the Chuo Line. JRC wants people to use the new line. They will do **everything in their power** to move passengers to the Chuo line which will have a slightly higher price for the ticket. Any increases to speed on the Tokaido Line will not help JRC... it will only cost them money for little to no benefit.
Encouraging passengers from Osaka to transfer to the Chuo Line in Nagoya helps JRC WAY more than any work on increasing speed on the Tokaido:
1) JRC owns more of the stations infrastructure and stores in Nagoya. Encouraging a transfer will potentially generate a bit of revenue when switching trains.
2) Passengers transferring will go from a 91-minute Nagoya-Shinagawa to a 40 minute ride. They may spend that extra time in Nagoya station.
3) The Chuo Line will probably have a ~2000¥ premium or so...
4) The terminus station of Shinagawa has more space around it and is less developed. This is an opportunity for JR Central in Tokyo, as Tokyo Station is dominated by JR East.
I've just discovered your channel and I can't get enough!
good video again
Super useful video
Always an interesting video here! -quite insightful
Please a video on Shinkansen route under construction in India
360 km/h? I will visit Sapporo more often 🤔
Although that is already quite fast and I figure that the Chuo Shinkansen is meant to complement the load of the Tokaido Shinkansen...
Are there any plans for other maglev lines beyond Chuo’s extension to Osaka? Maybe complement the Sanyo Shinkansen with a Mag lev line too?
There will be no Maglev construction project in other areas.
Because this is a JR Central project, they paid the full cost of the construction and it was possible to build it. For other Shinkansen trains currently under construction, JR only pays the royalties and does not bear the construction costs.
I don't think other JR companies have Maglev construction technology and costs.
What's more, Covid-19 has significantly reduced income for each company. Even Maglev, which is currently under construction, has no idea when it will be built from Nagoya to Osaka.
Tkank you, when i was in japan and i was riding tokaido shinkansen i was thinking. Why tokaido shinkansen runs 275 km/h
Thank you for the great video, sir.
Thank you so much for your videos!!!!
JR500 Series (14.08) has always been my favourite, Superb design its lines/beaurty have never been bettered - not even close imo. To think this train was 'retired' over a decade ago capable of 300kph/200mph. Really puts UK in perspective: we are talking of 300kph trains for the future HS2 not due till another decade.
So the yamagata shinkansen runs on the same trails as the local train? interesting
5:04 Correction: It was the fastest in the world.
Hi Takeshi!
What is your dream shinkansen line (might also be fictional) and what information can you provide about the shinkansen line from Kyushu to Korea?
My dream Shinkansen meets the following conditions.
Double-decker vehicle
Dining car
A few tunnels
If the Uetsu Shinkansen route from Niigata to Aomori would be built with as few tunnels as possible, the view of the Sea of Japan will be very beautiful. It will be called "Sunset Shinkansen" or "Twilight Shinkansen."
@@JPRailcom we don't have the sunset line between Aomori and Niigata..., ^^
....but we have double decker TGV ,bar car,and few tunnels on the French TGV Line...and beautiful and various landscape in France.
i suppose you'll love travel by the TGV. ;)
@@JPRailcom I think that would be amazing with maybe E10 vehicles after Hokkaido Shinkansen gets realized, reintroducing double deckers on the Joetsu shinkansen too. Maybe these vehicles can be like the Double decker version of E/W7
Just a question,how does retiring the E2 from the Joetsu Shinkansen allow do upgrades to 275 km/h?the E2 also has a top speed of 275 km/h.(Also I’m a E2 fanboi off I’m gonna have nitpicks)
Why don't they enclose the Tohoku Shinkansen between Ueno and Omiya in an acoustic tunnel (transparent to maintain light and views) so that they can raise the speed to above 240 km/h? They are done over highways sometimes.
The raising of speed in that section will be necessary to have an advantage over airlines once the extension to Sapporo opens.
The price shouldn't be prohibitively expensive since the panels are non-structural and can be made out of plastic instead of glass.
I think that there will be a snowball effect of considerations to be made when adding an acoustic wall like that, especially for an elevated section like Ueno-Omiya. There might be factors such as additional wind load for the viaducts, additional maintenance regimes and infrastructure for faster operation in that section, among other things.
Currently it only takes 18 minutes to pass this section with current rolling stock. Without any encumbrances it may be possible to halve that time with current technology. Even then, JR might not think it worthwhile to retrofit that elevated section for 9 minutes saved.
The ongoing improvements mentioned in this video which would be completed in time for the completion of the Sapporo section would already be sufficient in being competitive with airlines in both comfort and total time taken. Though JPRail has also gone through other proposals like improving access to both Haneda and New Chitose which can intensify competition even further. Maybe then those will necessitate speeding up the Ueno-Omiya section once lower hanging fruit have been exhausted.
Until then, I will continue to enjoy looking at Mount Fuji unimpeded as I approach/depart Omiya station!
Enclosing a long section of track is not as simple as you thought like in Sapporo Metro
1) Part of the line is running parallel to the Saikyo line, is there enough space for the fixture? If you choose to enclose Saikyo line as well, will the turbulence generated by Shinkansen affect the Saikyo Line operation?
2) How to deal with the tunnel boom problem at both ends? I assume somewhere near Nippori and Omiya station will suffer it the most? Bear in mind that this section has the strictest noise level control, which is under 75dB
3) The shielding shall withstand under typhoon and earthquake, which mean bridge supports need to be reinforced significantly to withstand such extra weight. Given that even building platform screen doors will affect structural loading of a station significantly, I don't believe such enclose structure is easy at all. Many things has to be sorted out which makes such plan "sounds good, doesn't work"
4) For the Hokkaido Shinkansen, to breakthrough the 4 hours barrier, Raising the running speed to 320kph (or even 360kph when possible) will have much significant effect than enclose the Ueno/Omiya section. Though the improvement done (110kph>130kph) is part of it.
After all, Japanese railway companies aims at "reasonable operation", if the cost/effectiveness isn't justified they won't go for it.
@@knk3220 Underground was the original plan! But failed due to cost as Takeshi has mentioned before. There might be stuff they could do Omiya-Utsunomiya though.
@@matthewjohnbornholt648 I watched the video of Joetsu Shinkansen and seems unlikely on what you said. What I listened was "land substances", means geological problem instead. When JNR planned the Tokyo-Omiya section, they found that the soil in the construction section was unstable, either went up or down, which means unsuitable for tunnel construction(at that time), so they chose to go viaduct insted.
And on the contrary, I personally think Tohoku and Joetsu Shinkansen were built generously, because the government understand the importance of high speed city connections, unlike the tokaido shinkansen era, which was built under budget. There are more long tunnel section and it was designed to overcome heavy snow and future proof. Therefore I think it is unlikely for JNR and JRCC(now JRTT mentioned in this video) to cut the corners on construction and end up like this.
@
Bobby Cheung
it can be assumed that the studies have already been carried out since, from the outset, the section had to be in a tunnel, and that the viaduct was imposed because of unstable ground.
The same problem arose in the 1980s during the construction of the TGV Atlantique.The Urban section between Massy TGV and Paris Montparnasse (more precisely the limit of Paris)
The resumption of the old route of a line abandoned before its construction was chosen for the LGV, but it is in the heart of an urban area and the choice between a viaduct with noise protection or a tunnel was imposed. basement is unstable and full of abandoned quarries.
In the end, the tunnel will be chosen but built in an open trench where the tunnel was "placed" on a slab at the bottom of the trench. This means that no construction is possible above because the tunnel is just below the ground (sometimes aerial in trenches) ... The speed is limited to 240 km / H.
it is perfectly visible on google maps
While I believe that Shinkansen is far superior to most European so-called high speed services, there is one things the Europeans do that the Japanese Shinkansen doesn’t do and should do: having separate tracks for fast trains and slow trains. The Tokaido Shinkansen could be vastly improved if the Nozomi were allowed to operate on separate tracks from the Kodama, for example. How realistic is such a construction project?
That's what the regular lines are for... which are narrow gauge. Japan is a country of mountains, remember. Kodama are not SLOWER trains (usually) they just make more stops. European trains are standardized to standard gauge, so they can share tracks when they enter stations. Japanese trains can not ( apart from in Kansai where there are more standard gauge tracks, I suppose)
i like trains!
would you like to make vidio about nagasaki shinkansen line that the construction take 10 years
I have two videos about the Nagasaki Shinkansen.
ruclips.net/video/Ki_VFe16xpk/видео.html
ruclips.net/video/arXPbJibk8U/видео.html
@@JPRailcom I mean, telling about the problem in construction why it can take more than 10 years of construction with a distance of not more than 100km
It usually takes about 10 years to build the Shinkansen.
First, the government approves the construction. After that, an accurate route survey will be conducted, necessary land acquisition will begin, and explanations will be given to residents along the railway line. At this time, residents along the railway line may oppose it. Then the construction will take longer.
For example, the distance between Omiya Station and Ueno Station on the Tohoku Shinkansen is less than 30km, but it took 14 years from the approval of the construction to the completion due to opposition.
In the case of the construction of the Nagasaki Shinkansen, it took time to gather the opinions of each local government regarding the separation of management of parallel conventional lines, which is one of the reasons why it took time to construct.
When construction is approved, not everything is decided, and after it is approved, various things must be decided. That is why it takes time to build the Shinkansen.
@@JPRailcom interesting explanation but I also get different responses. try to see this link
jp.quora.com/%E9%95%B7%E5%B4%8E%E7%9C%8C%E3%81%AE%E6%96%B0%E5%B9%B9%E7%B7%9A%E3%81%AF%E3%81%AA%E3%81%9C%E8%A9%B1%E3%81%8C%E3%81%93%E3%81%98%E3%82%8C%E3%81%A6%E3%81%84%E3%82%8B%E3%81%AE%E3%81%A7%E3%81%99%E3%81%8B/answers/272773107?ch=10&share=83369494&srid=u14Ek6
Do the Japanese just run around on trains or what?