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SHINKANSEN

Oleh :
Moh. Yakob Hidayat
Agung Rohmatul Hidayah
Nur Afif Insyirah

History
A JNR map from the October 1964 English-language timetable, showing the thennew Tokaido Shinkansen line (in red) and conventional lines A 0 series set in
Tokyo, May 1967.
Japan was the first country to build dedicated railway lines for high-speed travel.
Because of the mountainous terrain, the existing network consisted
of 1,067 mm (3 ft 6 in) narrow-gauge lines, which generally took indirect routes
and could not be adapted to higher speeds. Consequently, Japan had a greater need
for new high-speed lines than countries where the existing standard gauge or broad
gauge rail system had more upgrade potential.
Among the key people credited with the construction of the first Shinkansen
are Hideo Shima, the Chief Engineer, and Shinji Sog, the first President
of Japanese National Railways (JNR) who managed to persuade politicians to back
the plan. Other significant people responsible for its technical development were
Tadanao Miki, Tadashi Matsudaira, and Hajime Kawanabe based at the Railway
Technology Research Institute (RTRI), part of JNR. They were responsible for
much of the technical development of the first line, the Tkaid Shinkansen. All
three had worked on aircraft design during World War II.

The Shinkansen ( new trunk line) is a network of highspeed railway lines in Japan operated by four Japan
Railways Group companies. Starting with the Tkaid
Shinkansen (515.4 km, 320.3 mi) in 1964, the network
has expanded to currently consist of 2,615.7 km
(1,625.3 mi) of lines with maximum speeds of 240
320 km/h (150200 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.]The network presently links
most major cities on the islands of Honshu and Kyushu,
with construction of a link to the northern island
of Hokkaido underway.

The Tkaid Shinkansen is the world's busiest high-speed rail


line. Carrying 151 million passengers per year (March
2008), it has transported more passengers (over 5 billion,
entire network over 10 billion) than any other high-speed line
in the world. Between Tokyo and Osaka, the two largest
metropolises in Japan, up to thirteen trains per hour with
sixteen cars each (1,323-seat capacity) run in each direction
with a minimum headway of three minutes between trains.
Though largely a long-distance transport system, the
Shinkansen also serves commuters who travel to work in
metropolitan areas from outlying cities. Japan's Shinkansen
network had the highest annual passenger ridership (a
maximum of 353 million in 2007) of any high-speed
rail network until 2011, when China's high-speed rail network
surpassed it at 370 million passengers annually.

INFRASTRUCTURE
Operating such an intensively used, high-speed railway
creates enormous strains on the infrastructure, and as a result,
around a third of all costs are swallowed up in maintenance.
Shinkansen run largely on conventional steel rail mounted on
concrete sleepers, but the fastest services use dedicated tracks
to avoid conflict with slower trains.
Shinkansen trains run on two different gauges - 1,067mm and
1,435mm - which precludes each part of the system from
using the other's trains. However, many of the narrower gauge
routes are to be converted to 1,435mm, and JR East finished
conversion of its Yamagata-Shinjo route in December 1999.

SIGNALLING/COMMUNICATIONS

Signalling is largely fixed block, although with such


high line speeds, sections are much longer than is
standard elsewhere.
A regular clock-face departure pattern for most
services helps maintain a high level of reliability, but,
in the event of emergencies, train crews are in
constant contact with their nearest control centre.
Information systems on newer variants of Shinkansen
trains are proving much more reliable than previously,
thanks to their use of much shorter cable lengths.

THE FUTURE
Two major expansions of the Shinkansen network remain a priority.
Northbound services are planned to be extended to Sapporo, on the island of
Hokkaido, while the JR-West services are earmarked on the Sanyo
Shinkansen network around Fukuoka on the island of Kyushu. The latter
involves a new 211km line from Funagoya to Kagoshima, on which work
was under way at the turn of the century.
The next candidate is the 59km of the Nagano Shinkansen from Nagano to
Joetsu, with plans existing to eventually extend this to Komatsu via Toyama
and Kanazawa.
Major experiments are also being conducted into the use of magnetic
levitation (Maglev) technology, on which magnetic power is used to levitate
the vehicles, and propelled by linear motors, which gives potential for even
higher speeds, by eliminating friction and vibration.
The Japanese government is currently evaulating the results of a three-year
testing programme for possible future high-speed developments.

ROLLING STOCK

Three types of trains operate on the Shinkansen routes.


Nozomi are the fastest and most modern trains - the
dramatically-styled 500 Series. The type is distinguished by
its 15 metre-long power car nose, giving an extremely
aerodynamic profile. The driver's cab has a dome canopy, to
allow excellent forward vision.
The 500 Series also boasts an innovative pantograph design,
shaped like a wing, which also helps reduce wind resistance
at high speed. Drivers' instruments are all laid out in groups
according to their function. Extensive soundproofing means
there is little sensation of speed inside trains, and wind noise
is at a minimum.

Track
Shinkansen standard gauge track, with welded rails to reduce
vibration. The Shinkansen uses 1,435 mm (4 ft 8 12 in) standard
gauge in contrast to the 1,067 mm (3 ft 6 in) narrow gauge of older
lines. Continuous welded rail and Swingnose crossing points are
employed, eliminating gaps at turnouts and crossings. Long rails are
used, joined by expansion joints to minimize gauge fluctuation due to
thermal elongation and shrinkage.
A combination of ballasted and slab track are used, with slab track
exclusively employed on concrete bed sections such as viaducts and
tunnels. Slab track is significantly more cost-effective in tunnel
sections, since the lower track height reduces the cross-sectional area
of the tunnel, thereby reducing construction costs by up to
30%. However, the smaller diameter of Shinkansen tunnels compared
to some other high-speed lines has resulted in the issue of tunnel
boom becoming a concern for residents living close to tunnel portals.

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