appendix b (shinkansen)
TRANSCRIPT
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APPENDIX - B
TRANSLATION MATERIAL OF
IMPLEMENTATION STANDARD FOR
SHINKANSEN RAILWAYS
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Design Standard for High Speed Train
Jan, 2011
Japan Railway Construction, Transport and Technology Agency
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Table of Contents
Chapter 1 General Chapter 2 Track
Clause 1 Gauge
Clause 2 Track Alignment
Clause 3 Structure Clearance
Clause 4 Formation Level Width and Distance between track centers
Clause 5 Track Structure
Clause 6 Buildings
Clause 7 Safety Facility
Clause 8 Track Post
Chapter 3 Passenger station
Clause 1 Passenger station
Clause 2 Depot and Accessory Facilities
Chapter 4 Road Crossing
Chapter 5 Electric Facility
Clause 1 Cable Run Facility
Clause 2 Power Station and Ancillary Facility
Clause 3 Electric Device and Facility
Clause 4 Miscellaneous Provisions
Chapter 6 Safety Train Operation Facility
Clause 1 Signaling Facility
Clause 2 Telecommunication Facility
Clause 3 Miscellaneous Provisions
Chapter 7 Facility Maintenance
Chapter 8 New Lines with High Speed Train Standard
Chapter 9 Track Sharing Section in Seikan Tunnel
Supplementary Provisions
Figure 1 Structure Clearance
Figure 1-1 Structure Clearance (for Track Sharing Section in Seikan Tunnel)
Figure 2 Rolling Stock Clearance (Standard)
Figure 2-1 Rolling Stock Clearance (for Track Sharing Section in Seikan Tunnel)
Figure 3 Structure Clearance to Rolling Stock Roof Equipments Inspection Facility
Figure 4 Buffer Stop
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Figure 5 Type M Standard Live Load
Figure 6 Type KS Standard Live Load
Appendix 1 (for Section 36) Appendix 2 Offset Distance (for Paragraph 21 of Section 47)
Appendix 3 Offset Distance (for Paragraph 1 of Section 48)
Appendix 4 Offset Distance (for Paragraph 39 of Section 52)
Appendix 5 Offset Distance (for Paragraph 42 of Section 52)
Appendix 6 Offset Distance (for Paragraph 43 of Section 52)
Appendix 7 Offset Distance (for Paragraph 44 of Section 52)
Appendix 8 Offset Distance (for Paragraph 45 of Section 52)
Appendix 9 Offset Distance (for Paragraph 46 of Section 52)
Appendix 10 Insulation Strength (for Paragraph 1 of Section 58)
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Chapter 1. General
(Purpose)
Section 1 This standard sets technical standard on facilities for high speed train operation in orderto secure safe and stable transportation in addition to high speed operation, thus
contribute to promote public welfare.
Section 2 Facility structure shall comply with this standard aside from Ministry Regulation on
Railway Technical Standard (MLIT No. 151/Dec. 25, 2001).
(Definition)
Section 3 The definition of terms in this stand is as follows.
(1) HSR is the high speed train prescribed in Clause 2 of Nationwide High Speed
Train Expansion Act (Act No. 71/1960).
(2) HSR New Line is the line prescribed in Section 6 of
Nationwide High Speed Train Expansion Act (Act No. 71/1960).
(3) Track Sharing Section in Seikan Tunnel is the three (3) rail track
section where HSR train and conventional train (Tsugaru-kaikyo line) share the same track
in Hokkaido HSR line.
(4) Operator is the legal entity which operates HSR.
(5) Implementing Agency is the legal entity responsible for HSR construction.
(6) Gauge is the distance between inner faces of rail heads below within 16mm from
each rail surface.
(7) Main Track is the railway line track section for train operation.
(8) Side Track is the railway line track section other than Main Track.
(9) Major Main Track is the major railway line track section in a passenger station
yard (excluding depot yard) where more than two (2) tracks in the same direction are laid
out.
(10) Sub Main Track is the Main Track other than Major Main Track and Deadhead
Track in a passenger station yard (excluding depot yard).
(11) Deadhead Track is the Main Track for deadhead train operation.
(12) Waiting Track is the Main Track for arrival, departure and parking of
deadhead train.
(13) Turnout Curve is the curved section of turnout or its adjacent sections.
(14) Maximum Design Speed is the speed prescribed in a project plan.
(15) Derailment Coefficient is the ratio of lateral force of wheel to rail against
vertical force (wheel load).
(16) Critical Derailment Coefficient is the theoretical Derailment
Coefficient calculated based on wheel shape and track curve at the moment when wheel
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starts to detach from the rail.
(17) Assumed Derailment Coefficient is the Derailment Coefficient
calculated based on the dimensions of track and rolling stock.(18) Assumed Derailment Coefficient Ratio is the ratio of the Critical
Derailment Coefficient against the Assumed Derailment Coefficient.
(19) Slack is the measure to expand Gauge toward inner side of a curve in order to
facilitate train to run smoothly in a curved section or at a turnout.
(20) Cant is the measure to elevate the outside rail of a track at a curved section in
order to prevent overturn due to centrifugal force.
(21) Long Rail is the rail with unit length of more than 200m.
(22) Slab Track is the type of track structure in which rails are attached on
concrete slab and placed on concrete track bed by intermediary of shock absorbing
material.
(23) Buffer Stop is the facility placed at the end of track in order to prevent a train
to overrun.
(24) Safety Track is a Side Track in passenger station yard to prevent collision of
overrunning trains or rolling stocks when more than two (2) of them are coming in or out
of the section simultaneously.
(25) Scotch Block is the facility placed in a Side Track to prevent parked rolling
stock from accidentally move away.
(26) Passenger Station is the place for passenger to ride and get off train, wait and use
for other purposes.
(27) Signaling Station is the place for a train to wait until another train coming
from the opposite direction to pass away.
(28) Station includes Passenger Station and Signaling Station.
(29) Car Shed is a place for rolling stock to be housed.
(30) Rolling Stock is the vehicle for railway operation such as passenger car and
special purpose car (snow removal, track inspection, electricity inspection, accident rescue,
etc.).
(31) Train is the set of rolling stock to be operated on a railway line track under
control of a train safety measure.
(32) Tractive Unit is the rolling stock equipped with traction motor.
(33) Block is the measure to secure a train to exclusively use a section of railway line
by not allowing other trains to come in to the section.
(34) Railway Signal includes Signal, Sign and Indicator.
(35) Signal is a measure to transmit information on operational condition to the
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operator of a train or a rolling stock.
(36) Sign is a measure to communicate each other among staff members engaged in
railway operation.(37) Indicator is the measure to transmit information on location, direction, condition,
etc. to staff members engaged in railway operation.
(38) Dangerous Goods is the items designated by the Minister of MLIT (Ministry
of Land, Infrastructure, Transportation and Tourism) excluding those items under the
jurisdiction of Item 2, Article 2 of Explosive Material Control Act (Act No. 149/1950).
(39) Operation Facility for Safety includes Signaling Facility for Safety and
Telecommunication Safety Facility.
(40) Signaling Facility for Safety includes device to transmit railway signal
and device to automatically decelerate or stop train or rolling stock in accordance with the
transmitted signal in order to secure safety operation of the train or rolling stock.
(41) Automatic Train Control Device is the device to transmit signal on
maximum running speed in succession in compliance with the distance with foregoing
train as well as condition of the route and automatically decelerate and stop the train or
rolling stock (referred to as ATC hereunder).
(42) ATCPattern Controlled ATC is the ATC to transmit signal via on-board
signaling device on optimal running speed of a train appropriate for its location.
(43) Operation control signal section is the corresponding railway line
section by which train operation information is transmitted via on-board signaling device
of a train.
(44) ATCWireless Controlled ATC is the ATC in which train operation
information is transmitted via Leaky Coaxial Cable (LCX) to on-board signaling device
and optimal train operation speed good for the location of a train is allocated.
(45) Telecommunication Facility for Safety is a facility to swiftly exchange
information on safety or operation between points where it is necessary.
(46) Power Station Facility includes power station, section post, sub-section
point, transformer post and power distribution facility.
(47) Power Supply Cable includes overhead catenary and its supporting
structure.
Section 4 Civil works such as embankment surfacing, earth cutting, excavating, earth filling and
piling shall be done properly paying due attention to prevent land slide, caving, mud
spilling and so forth so that nobody is injured.
Section 5 Noise control shall comply with Environmental Regulation on HSR (MOE regulation
No. 46/July 29, 1975), HSR Noise Prevention Manual (Rail No. 17-2/March 5, 1976)
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and Comments on Environmental Protection for HSR Construction. The noise
measurement point shall be so selected as to represent the environment along the
railway line with altitude of 1.2m above ground and 25m away from the center of nearSide Track. Average peak level noise power method shall be applied for the
measurement criteria. However, it is not applicable for restricted industrial restrict very
scarcely populated area such as forest, isolated wilderness, farmland.
(Measures to facilitate smooth transportation of passengers)
Section 6 In developing passenger station facilities, due attention shall be paid for the convenience
and safety of passenger such as elderly and handicapped in compliance with Section 8
of Elderly and Handicapped Passenger Facilitation Act (No. 91/2006).
2 If floor level gap is identified in a route where a measure is required to facilitate
passenger in accordance with the above, slope or elevator shall be equipped.
Chapter 2 Track
Clause 1 Gauge
(Gauge)
Section 7 Standard Gauge shall be 1,435mm.
Clause 2 Track Alignment
(Track Alignment)
Section 8 Curve radius and gradient of slope shall be so designed as to keep up with high speed
operation considering the maximum design speed.
(Curve Radius in Main Track)
Section 9 Radius of curve in Main Track (except for curves in Turnout Curve and curve along
platform) shall be larger than 4,000m. However, radius of curves in Sub Main Track
can be reduced in principle to larger than the figures shown below.
(1) Sub Main Track 1,000m
(2) Deadhead Track and Waiting Track 500m
2 In case of necessary due to specific condition including geographical condition, it can
be further reduced to larger than 400m (200m for section used exclusively for deadhead
train) irrespective to the regulation above considering train speed. However, it can be
further reduced to larger than 200m depending on running performance of a train at
curved section, if the figure calculated with the formula below is larger than 1.2 or if
the figure is smaller than 1.2 but the section is equipped with derailment prevention
guard.
Critical Derailment Coefficient
Assumed Derailment Coefficient Ratio= ------------------------------------------
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Assumed Derailment Coefficient
3 Standard radius Turnout Curve in Main Track shall be larger than the figures below.
(1) Major Main Track and Sub Main Track 1,000m
(2) Deadhead Track and Waiting Track 500m
4 In case of necessity due to other reasons including alignment condition, it can be
reduced to the figures below irrespective to the regulation above.
(1) Major Main Track and Sub Main Track 500m
(2) Deadhead Track and Waiting Track 200m
5 Curve radius of Main Track along platform in a passenger station shall be larger than
1,000m. However, it can be reduced to larger than 800m (500m in case of necessary
due to specific condition including geographical condition) at both ends of platform
(with the length of equivalent to about one passenger car at both ends of the platform)
except in case many passenger is expected.
6 Minimum radius of curve in Side Track shall be larger than 200m.
(Minimum Circular Curve Length and Minimum Straight Section Length between Curves)
Section 10 Length of circular curve with single radius in Main Track shall be longer than 100m (it
can be reduced to longer than 50m in a section with train speed of less than 120km/h).
However, in case it is not possible to secure the length due to track condition or other
reasons, full transition curve shall be applied for entire stretch of the section instead of
circular curve.
2 Straight line section with the length of longer than 100m (it can be reduced to longer
than 50m in a section with train speed of less than 120km/h) shall be inserted between
transition curves for two adjacent circular curves in Main Track. However, in case it is
not possible to insert strait line between two circular curves with opposite curvature
due to specific conditions including geographical condition, the two circular curves can
be directly connected with one single transition curve.
3 Straight line having no Cant with the length of longer than 5m shall be inserted
between two adjacent circular curves in Side Track section.
Section 11 Curved section except for Turnout Curve section shall have Cant in principle with the
amount calculated in the formula shown below. However, it can be reduced to a figure
as big as possible to the calculated figure in Side Track section.
C0= 11.8V2/R
Here, C0, V and R represent the values respectively as follows.
C0 : Design Cant amount (mm)
V : Maximum train speed (km/h)
R : Radius of curve (m)
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2 The amount of Cant shown above shall be smaller than the amount calculated with
the formula shown below.
Cm= G2/0.006HHere, Cm, G and H represent the values respectively as follows.
Cm : Maximum Cant amount (mm)
G : Gauge (m)
H : Distance between rail surface and gravity center of rolling stock (m)
3 Cant shall be so set in principle as to lift up outer rail of 1/2 of the Cant amount and
to lower down inner rail of 1/2 of the Cant amount. However, this is not applied in
Side Track section.
4 The amount of Cant in transition curved section shall be reduced in proportion to
curvature along the transition curve.
5 Irrespective to the regulation specified above, the amount of Cant in the curved
section in downstream side of the Sub Main Track of the yard in Funakoya passenger
station in Kyusyu HSR line can be reduced in the entire stretch of the curve.
6 In case transition curve is not inserted in Side Track section, Cant amount shall be
reduced proportionately in principle in straight line section with the length of 400
times of the curved section. However it shall be 5m if the length of the straight
section is shorter than 5m.
7 Base line side of Turnout Track shall have Cant in principle. However, Cant at
turnout on outside of curve shall be set as to comply with the formula below in order
to take the running performance of rolling stock on the turnout section into
consideration.
R(Cda-C0)/11.8V2
Here, R, Cda, Coand V represents respectively as follows.
R : Radius of curve at turnout side (m)
Cda: Tolerable Cant deficiency (mm)
C0: Designed Cant amount (mm)
V : Train speed (km/h)
(Slack)
Section 12 Circular curve with 200m of radius shall have 5mm of Slack.
2 Slack shall be so set as to expand Gauge toward inside of the curve.
3 Amount of Slack shall be decreased with the following principles.
(1) For a section where transition curve is inserted, amount of Slack shall be
decreased along the entire stretch of the transition curve section.
(2) For a section where transition curve is not inserted, amount of Slack shall be
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decreased along the same section where Cant was decreased, while for a section
where Cant was no set, the length of section for Slack to be decreased shall be
longer than 5m.4 Slack in turnout shall be set as specified in the turnout design drawing.
(Transition Curve)
Section 13 Transition curve shall be inserted between straight line and circular curve and between
two adjacent circular curves except for a curved section in turnout.
2 The regulation prescribed above shall be applied between circular curves in
composite circular curve section with different radius.
3 Irrespective to the above two (2) clauses, transition curve may not be inserted in
Turnout Curve section, circular curve section and alikeness with small amount of
Cant, on condition that running safety of train can be secured by lowering train speed.
4 Length of the transition curve shall be longer than the maximum amount calculated
based on the table below in principle.
Main Track
with maximumdesign speed of
higher than
160km/h
Main Track with maximum
design speed of slower than160km/h (Deadhead Track
and Waiting Track are
excluded)
Deadhead Track, Waiting
Track and Side Track
Transition
curve with
sine halfwave curve
Cubic
parabola
curve
Transition
curve with
sine halfwave curve
Cubic
parabola
curve
L1 1.0Cm 0.8Cm 0.5Cm 0.63Cm 0.4Cm
L2 0.0097CmV 0.0062CmV 0.0062CmV 0.0062CmV 0.0062CmV
L3 0.0117CdV 0.0075CdV 0.0075CdV 0.0075CdV 0.0075CmV
(Note)
L1, L2, L3, Cm, Cd and V in the table represents respectively as follows.
L1, L2 and L3 : Length of transition curve (m)
Cm : Design amount of Cant (mm)
Cd : Cant deficiency to balanced Cant at design maximum speed (maximum
train speed in case of Deadhead Track, Waiting Track and Side Track)
(mm)
V : Design maximum speed (maximum train speed in case of Deadhead Track,
Waiting Track and Side Track) (km/h)
5 Irrespective to the regulation specified above, the length of transition curve can be
reduced to longer than the amount calculated in the following formulas depending on
train speed if necessary due to such reasons as geographical condition.
Section with maximum speed of slower than 299km/h L1= 0.3Cm
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L2= 0.0062CmV
L3= 0.0075CdV
Section with maximum speed of faster than 299km/h L1= 0.45CmL2= 0.0062CmV
L3= 0.0075CdV
6 Irrespective to the regulation specified above, Assumed Derailment Coefficient Ratio
shall be calculated for the exit side of transition curve in the same way as Paragraph 2
of Section 9 above. When the amount is larger than 1.2 and when the amount is
smaller than 1.2 but the track corresponding to transition curve is equipped with
safety measures including derailment prevention guard, the length of transition curve
can be reduced depending on running performance of train at the curve.
7 Irrespective to the Paragraph 5 above, the length of transition curve in the curved
section in downstream side of the Sub Main Track of the yard in Funakoya passenger
station in Kyusyu HSR line shall be 20m.
8 The shape of transition curve shall be sine half wave. However, it can be replaced
with cubic parabola when maximum design speed is slower than 80km/h in Main
Track and Side Track.
9 The previous Paragraph shall also be applied to transition curve between two
adjacent circular curves with opposite curvature or with different radius, in which
length of the transition curve shall be larger than the total of necessary transition
curve length of each circular curve in case of opposite curvature circular curves and it
shall be larger than the difference of necessary transition curve length of each circular
curve in case of different circular curves.
(Slope Gradient)
Section 14 Maximum gradient of slope shall be 15 against 1,000 in a section for train operation.
2 Irrespective to the above, it can be larger than 30 against 1,000 in a section
exclusively used by deadhead train, on condition that the distance of the section is
shorter than 250m.
3 It can further be larger than 35 against 1,000 when the regulation in Paragraph 2
above cannot be complied, on condition that due attention shall be paid to
performances of traction motor, traction power transmission, running devices and
braking devices of train.
4 It shall be less than 3 against 1,000 for the sections of parking yard tracks and Side
Track.
5 Turnout shall not be placed in a section with slope gradient of more than 3 against
1,000. However, it can be increased to less than 25 against 1,000, on condition that
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safety measures are taken including anti-creeping device.
(Vertical Curve)
Section 15 Vertical curve with the radius of larger than 15,000m (10,000m in case necessary dueto specific reason including geographical condition) shall be inserted at a point in
Main Track where gradient changes in a slope. However, it can be reduced to longer
than 5,000m where train speed is slower than 120km/h.
2 Vertical curve shall be inserted if necessary at a point in Side Track section where
gradient changes in a slope.
(Overwrapping of Vertical Curve with Circular Curve or Transition Curve)
Section 16 Vertical curve shall not be inserted in circular curve section. However, it is possible in
case it is necessary due to specific reason including geographical condition, on
condition that the amount of Cant is adjusted in compliance with train speed.
2 Vertical curve shall not be inserted in transition curve section. However, it is possible
in case it is necessary due to specific reason including geographical condition, on
condition that the radius of vertical curve is longer than 15,000m.
Clause 3 Structure Clearance
(Structure Clearance)
Section 17 Any premises including building shall not be placed inside of Structure Clearance.
The Structure Clearance chart in straight line section is shown in Figure 1. However,
it may not be applied in a section where the track is exclusively used for such
purposes as inspection, repair and cleaning of rolling stock. Even though, when such
work as inspection, repair and cleaning of rolling stock is not done, nothing shall be
placed inside of Structure Clearance.
2 The distance between Structure Clearance and Car Clearance (Figure 2) shall be
longer than the amount shown in the table below.
Location of Structure Clearance Distance between Structure
Clearance and Car Clearance (mm)
Window side of rolling stock 500
Above and side of platform 50
3 Structure clearance in a curved section with radius of larger than 2,500m shall be the
same as the one specified above, while the amount calculated with the following
formula shall be added in a section with radius of smaller than 2,500m.
W= 50,000/R
Here, W and R represent the followings respectively.
W: Amount to be added (mm)
R: Radius of curve (m)
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4 Irrespective to the above, for a curved section along platform, the amount calculated
with the following formula shall be added to the structure clearance specified in the
Paragraph 1 of Section 17.W= 39,000/R
Here, W and R represent the followings respectively.
W: Amount to be added (mm)
R: Radius of curve (m)
5 Structure clearance of inspection balcony and alikeness for roof-top devices on
rolling stock which is necessary for rolling stock operation shall be as shown in
Figure 3 as long as itshall not jeopardize safety operation of the rolling stock.
6 Structure clearance in a section between the end of a circular curve (if transition
curves are directly connected each other, it is the point of connection) and 25m from
far end (if transition curve is not inserted, it is the end of the circular curve) of its
transition curve, irrespective of the Paragraph 4 above, shall be increased in
accordance with Paragraph 3 above at the circular curve end and decreasing the
amount proportionately along the section up to another end of the section.
Clause 4 Formation Level Width and Distance between Track Centers
(Formation Level Width)
Section 18 Formation Level Width shall be determined for track to keep up its function in terms
of gauge, track structure, track associated facility, track maintenance work and so
forth and it shall comply with the following criteria.
(1) Formation Level Width in earth fill or earth cut section (the distance between
track centers and edge of the structure) shall be longer than 3m (2.7m in case
train speed is slower than 120km/h) at one side and longer than 3.5m (3.2m in
case train speed is slower than 120km/h) at another side. However, it can be
reduced in case evacuation area is secured and no other problems are identified.
(2) Formation Level Width specified in the Item (1) above shall be expanded in
curved section with the amount calculated by the following formula.
y= C
Here, y and C represent the followings respectively.
y= Amount to be expanded (mm)
: 3.11 in principle, but it shall be 2.94 in case surface drain slope of road bed
is not designed.
C= Designed Cant (mm)
(3) Formation Level Width in elevated structure section such as viaduct shall be
longer than 3m (2.7m in case train speed is slower than 120km/h) at one side
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and longer than 3.5m (3.2m in case train speed is slower than 120km/h) at
another side. However, it can be reduced in case evacuation area is secured and
no other problems are identified.(4) Formation Level Width at evacuation area side shall be longer than 3.5m
considering wind pressure or alikeness caused by running train. However, if
train speed is designed to be faster than 250km/h, safety measure shall be taken
to protect evacuee.
2 Formation Level Width in Side Track section shall be longer than 2.5m.
Section 19 Distance between Track Centers shall comply with the following criteria in order to
secure rolling stock operaton safety and passenger and railway staff safety.
(1) Distance between Track Centers in a section other than passenger station shall
be longer than 4.3m. However, it can be reduced to 4.2m in a section where
safety is secured in terms of train speed.
(2) Distance between Track Centers in passenger station section shall be longer
than 4.6m. However, it can be reduced to 4.2m in a section where the amount is
not necessary for such reason as track side work.
(3) Distance between Track Centers in curved section, irrespective to the Items (1)
and (2) above, shall be increased by adding them two (2) times of the value
calculated in accordance with the Paragraph 3 of Section 17 which is
corresponding to decentering of rolling stock at curve. However, the increase
corresponding to decentering of rolling stock may not be considered in either
case where the Distance between Track Centers is more than 4.3m and radius of
curve is larger than 1,000m, or where the Distance between Track Centers is
larger than 4.2m and radius of curve is larger than 2,500m.
Clause 5 Track Structure
(Track Structure)
Section 20 Track, including turnout shall so designed as to be strong enough to sustain train load,
train speed, transportation tonnage and so forth as well as to take maintenance-ability
and cost into consideration.
(Verification to Big Load)
Section 21 Verification of track structure against big load shall be done as follows in compliance
with the Track Structure Design Standard established separate from this standard,
in order to secure running safety of train.
(1) Verification on bending stress of rail.
(2) Verification on bearing strength of road bed.
(3) Verification on bending moment of Slab Track including PC sleeper.
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(4) Verification on lateral stress and rail clipping stress of rail fastening.
(5) Verification on lateral displacement of track frame.
2 Verification on track stracture against repetitive load shall be done as follows incompliance with the Track Structure Design Standard established separate from this
standard, in order to secure running safety of train.
(1) Verification on lateral stress and rail clipping stress of rail fastening spring.
(2) Verification on track pad.
3 Verificatio on track buckling caused by increase of compression stress by
temperature hike in order to secure running safety of train.
(Rail for Use)
Section 22 Rail to be used for Main Track shall be heavier than unit weight of 60km/m. However,
it can be reduced to 50kg for Deadhead Track and Waiting Track.
2 Unit length of rail except for specific cases such as both sides of the rail are welded,
shall be longer than 20m in Main Track outside of passenger station and Major Main
Track and it shall be 10m in other tracks.
3 Junction rail with the length of longer than 10m shall be inserted between rails with
different type in principle when they are connected each other.
(Long Rail)
Section 23 Long Rail shall be used for Main Track in principle. However, it is not applicable in
cases where it is not possible due to specific reasons such as geographical condition
and track layout.
2 Expansion joint shall be placed at both ends of the long rail in principle.
(Number of Sleeper for Unit Length)
Section 24 Number of sleepers in unit length of rail with 25m shall be as follows for ballast truck
section in Main Track.
(1) For Long Rail section
43 of PC sleepers
(2) For section other than Long Rail
a. For section with maximum train speed of faster than 80km/ and slower than
120km/h
43 of PC sleepers including sleepers for turnout
b. For section with maximum train speed of slower than 80km/h except for
Waiting Track section
42 of PC sleepers including sleepers for turnout
c. For Waiting Track section
40 of PC sleepers including sleepers for turnout
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However, wood sleeper can be used for curved section with radius of shorter
than 200m and section where Slack is decreased.
2 Two (2) more sleepers shall be added to the number specified in the Paragraph 1 ofSection 24 for curved section with radius of shorter than 400m.
3 Number of sleepers in unit length of rail with 25m in Side Track section shall be
more than 39 of PC sleeper including junction sleeper or same number of wood
sleeper depending on the importance of the track.
4 Number of sleeper shall be increased in accordance with the Paragraph 2 of Section
24 in curved Side Track section with radius of shorter than 400m.
(Rail Fastening)
Section 25 Type of rail fastening in Main Track section shall be double elastic fastening except
for specific cases.
2 Tie plate shall be placed under rail fastening for wood sleeper in Side Track section
in principle.
(How to Place Standard Rail Joint and its Supporting Method)
Section 26 Standard rail joint may be used for section with maximum train speed of slower than
120km/h.
2 Standard rail joint shall not be used in specific places such as near bridge abutment as
much as possible.
3 Standard rail joint shall be supported by sleeper directly. However, it can span
sleepers in specific sections such as turnout and Side Track.
4 Sleeper exclusive for rail junction coupled with tie plate shall be used when the rail
joint is supported directly by sleeper.
5 Idling space shall be placed between rails for standard rail joint.
(Ballast Depth, Type and Shape)
Section 27 Ballast depth and type shall be as shown in the table below in principle.
Track Section Ballast Depth Type
Main Track Earth fill section 300mm or more Crushed stone
Tunnel section 250mm or more Crushed stone
Ballast Bridge section 200mm or more Crushed stone
Sub Main TrackDeadhead TrackWaiting Track
200mm or more Crushed stone
Side Track 200mm or more
(150mm or morefor depot yard)
Crushed stone
2 Standard shape of ballast is as shown below.
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(Slab Track)
Section 28 Slab track shall be used for Main Track section except for specific cases.
2 For other section than Slab Track section, ballast track, direct fastened composite
sleeper track and direct fastened elastic sleeper track shall be used.
3 Pitch of fastenings for non-ballast track shall be shorter than standard pitch of seven
(7) pieces of fastening in 5m of Slab Track length. However, it shall be standard of
eight (8) pieces of fastening in 5m of Slab Track in curved section with radius of
shorter than 4,000m.
4 Irrespective to the above, it shall be standard of seven (7) fastenings in 5m of Slab
Track length for curved section with radius of 1,200m in Sub Main Track section in
passenger station yard.
5 Irrespective to the Paragraph 3 of Section 28, it shall be standard of seven (7) pieces
of fastening in 5m of Slab Track length for those sections of curved section with
radius of 3,500m and 2,500m between Shichinohe-towada passenger station and
Shin-aomori passenger station in Tohoku HSR line and curved section with radius of
3,500m and 1,200m between Shin-tamana passenger station and Kumamoto
passenger station in Kyushu HSR line.
6 Irrespective to the Paragraph 3 of Section 28, it shall be shorter than 900mm in direct
fastened elastic sleeper track section between Morioka passenger station and
Numakunai passenger station in Tohoku HSR line.
(Turnout Layout Alignment)
Section 29 Turnout shall be laid out in consideration of the followings.
(1) Turnout shall be so laid out in principle for train with higher speed to take
reference line side of turnout.
(2) Structure of turnout being laid out in a section with direct fastened track such as
Slab Track shall be direct fastened type such as composite sleeper.
(3) Same type of rail shall be used in principle for turnout and its adjacent 10m or
longer sections.
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(4) Turnout to be used for Main Track shall be nose movable crossing type.
However, rigid Manganese crossing or alikeness can be used for sections of Sub
Main Track, Deadhead Track and Major Main Track with train speed of slowerthan 120km/h.
(5) Distance between two (2) adjacent turnouts and that of turnout and expansion
joint shall be longer than 15m.
(Layout of Turnout in Transition Curve, Vertical Curve and Bridge Sections)
Section 30 Turnout shall not be laid out in transition curve and vertical curve sections. However,
a part of turnout can be laid out in transition curve section with curvilinear
diminishing Cant if train speed is low, curvature of transition curve is small and
variance of Cant diminishing is small.
2 Turnout shall not be laid out in ballast-less bridge section. However, in case it is
necessary due to specific reasons such as geographical condition, it can be laid out on
condition that safety measure for train running is taken.
3 Turnout shall not be laid out at such places as behind bridge abutment and in front of
tunnel where road bed bearing capacity changes and relative ground settlement is
expected to be bigger.
(Structures)
Section 31 Design of structures such as earth fill, earth cut & fill, bridge and tunnel shall comply
with the following design standards.
Design Standard for Railway Structure (Earth Work)
Design Standard for Railway Structure (Concrete Structure)
Design Standard for Railway Structure (Steel and Composite Structure)
Design Standard for Railway Structure (Foundation and Earth Bearing Structure)
Design Standard for Railway Structure (Shield Tunnel)
Design Standard for Railway Structure (Composite Structure of Steel and Concrete)
Design Standard for Railway Structure (Seismic Design)
Design Standard for Railway Structure (Open Cut Tunnel)
Design Standard for Railway Structure (Urban and Mountain Tunnel)
Design Standard for Railway Structure (Displacement Control)
Design and Construction Standard and its Interpretation for Mountain Tunnel
2 If allowable-stress design method is applied for structure design, it shall comply with
Appendix 6 Structure Design by Allowable Stress Design Method (Excluding
Seismic Design) of Ministerial Order for Technical Criteria on Railway (No.
157-2/ Aug. 3, 2002).
3 Structures supporting train load shall be bearable with standard live loads of type N
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and type P as illustrated below. However, if the structure is expected to have
passenger train alone, type P load alone may be applied.
Note: L, L1, L2and L3in the above chart shall be the length in the table shown below
depending on design train axle load (Q) of 160kN or 170kN running on the track and
bridge.
Length (m)
Axle load (Q) (kN)
L L1 L2 L3
160 20.0 2.8 2.2 12.8
170 20.0 3.5 3.5 12.1
(Facility to Alleviate Big Noise)
Section 32 Ground side counter noise measures such as sound abatement shield to alleviate big
noise stemming from running train shall be placed in a section where environmental
measures are necessary such as school defined in Section 1 of Academic Education
Act (Law No. 26/1947), hospital defined in Item 5-1 of Section 1 of Medical Act
(Law No. 205/1948) and resident including childcare home defined in the Paragraph
1 of Section 39 of Child Welfare Act (Law No. 164/ 1947) depending on the
condition (existence of establishment such as school or hospital and density of
resident) of premises.
Clause 6 Buildings
(Buildings)
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Section 33 Design of buildings including operational safety shed, building on platform and
alikeness shall comply with relevant regulations including Architectural Regulation
and shall not affect train operation and passengers convenience.Clause 7 Safety Facility
(Disaster Prevention Facility)
Section 34 Such facility as to prevent any hazard on train operation and to detect danger
including falling object shall be placed in earth cut section, under road bridge section,
tunnel mouth section and section along road where falling object is expected.
2 Immersion prevention facility and drainage shall be equipped to underground facility
such as underground passenger station and tunnel, depending on local condition.
(Protection Measure under Bridge)
Section 35 Protection facility to prevent from falling object shall be equipped to bridge over busy
traffic road, railway and river if falling object may harm someone under the bridge.
2 Bridge protection facility shall be equipped for bridge over busy road and river if
vehicle or ship underneath may damage the bridge.
(Facilities for Underground Passenger station)
Section 36 Ventilation facility good for required volume of air circulation shall be equipped to
underground passenger station including its connecting tunnel and long tunnel.
However, it shall not be necessary if natural air circulation is expected. Here,
Underground passenger station is defined that platform is located underground
(except for mountain area).
2 Underground passenger station shall be equipped with firefighting facilities such as
disaster management room, alarming facility, warning facility, smoke exhausting
facility and fire extinguishing facility. Fire protection measures shall be as follows.
(1) Fireproof building
a. Buildings shall be fireproofed with the following measures.
(a) Materials for structural members and interior finishing (base coat is
included) shall be fireproof material comply with specification of Item 9
of Section 2 of Architectural Basic Act. However, it may be relaxed
with utmost effort in case of interior finishing materials for floor and
wall (top coat layer below 1.2m measured from floor level) in cabins
such as train dispatching room, power dispatching room, signal
handling room and disaster management room.
(b) Flammable materials shall not be used as much as possible for
furnishings such as desk and locker.
(c) Power station, electricity distribution room and machine room shall be
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separated from other rooms by fireproof floor and wall or fire-retaining
door. In this addition, if the rooms are connected each other by
something such as cable, the connection hole shall be filled withfireproof material. Here, Fire-retaining door shall comply with specific
fire-retaining door specified by Item 1 of Section 112 of Enforcement
Order to Architectural Basic Act and it shall be equipped with
automatic closing mechanism such as door closer.
b. Kiosk (small scale only) shall be fireproofed in its structural members,
interior finishing and book shelf.
(2) Installation of disaster management room
a. Passenger station shall be equipped with disaster management room where
staff that collects information, communicates and transmits order, makes
passenger announcement and monitors and operates fire-retaining door is
always stationed.
b. Lighting facility which is activated automatically in case of unavailability of
conventional power supply shall be equipped in the disaster management
room.
c. Emergency power supply shall be battery or in-house power generation type.
Emergency power supply for the facilities listed below shall be the same
type.
(3) Installation of alarm facility, warning facility, evacuation guidance facility etc.
a. Alarm facility
(a) Automatic fire alarm facility shall be equipped in passenger station and
its receiver shall be placed in the disaster management room.
(b) The location of automatic fire alarm facility shall include cabin, kiosk,
power station, electricity distribution room and machine room, and the
automatic fire alarm facility shall be equipped with emergency power
supply.
b. Warning facility
(a) Passenger station shall be equipped with the following facilities.
Communication facility in the disaster management room in order
to communicate with fire department, police station, train
dispatching room, various sites in passenger station (cabinboth
ends of platform and other spots under the management of
passenger station where communication is necessary) and
neighboring major buildings to the passenger station
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Public announcement facility under the controle of disaster
management room with coverage including platform, concourse
and passenger corridor under the management of the passengerstation
Wireless communication facility for back-up
(b) Telecommunication facility shall be placed between passenger stations
for a train to be able to communicate with train dispatching room in
tunnel. Here, the telecommunication facility shall be placed in tunnel
every 250m at the longest.
(c) Telecommunication facility and public announcement facility shall be
equipped with emergency power supply.
c. Evacuation guidance facility
(a) Passenger station shall be equipped with the following facilities.
More than two (2) different evacuation corridors between platform
and above ground
Two different corridors means that either route is
over-wrapped eath other. Passenger safety shall be secured in the
evacuation corridors (caracole is disqualified as a staircase) and the
distance of the routes shall be set as shorter as possible. Access to
above ground shall be from platform only in principle. However,
this principle is not applied if smoke flow barrier is equipped
between tracks in cases that there is no other evacuation route than
getting down from platform to evacuate into adjacent building or
that there is connecting passenger corridor from one platform to
another of side type platform.
Lighting facility
Lighting facility to be lit automatically by emergency power
supply in case of power suspension of conventional electricity
shall be equipped with the brightness of 1 lux on major spots of a
floor.
Emergency exit guide light and route guide light
Technical standard for emergency exit guide light and route
guide light shall comply with Item 2 of Section 26 of
Enforcement Order to Fire Defense Act. However, route guide
light shall be placed on floor and lower part of a wall if the
distance between end of platform and the nearest entrance of
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evacuation corridor is long.
(b) The following facilities shall be placed in a section between passenger
stations. Lighting facility
Lighting facility to be lit automatically by emergency power
supply in case of power suspension of conventional electricity
shall be equipped with the brightness of 1 lux on major spots of an
evacuation corridor floor.
Guide post to show direction and distance to passenger station or
exit of tunnel
The location of the guide post shall be so selected as to secure
visibility in such a way that it is near lighting facility backed up by
emergency power supply and that it is below 1.5m measured from
corridor floor level with every 100m along the corridor.
d. Smoke exhausting facility
(a) Facility to efficiently exhaust smoke shall be placed in passenger station
and between passenger stations in order to secure safety passenger
evacuation.
Required smoke exhausting capacity of the smoke exhausting
facility shall be calculated by a formula shown in Appendix 1.
Mechanical air ventilation facility can be used as smoke
exhausting facility.
Smoke exhausting facility is not necessarily placed in tunnel if
natural air ventilation hole is expected to work as smoke
exhausting facility thanks to vertical alignment of the tunnel.
Smoke exhausting facility run by electricity shall be equipped with
emergency power supply unit.
(b) Facility to prevent smoke from flow such as hanging wall shall be
placed in places such as between platform and track, stairway, and
escalator depending on the local condition. The facility includes a wall
vertically suspended from ceiling or alikeness (movable wall to be
lowered from ceiling by remote control from disaster management
room) made of fireproof material or covered by fire proof material.
e. Fire-retaining door and alikeness
(a) Fire-retaining door either of swing type, sliding type or vertical type
shutter shall be equipped at locations such as between a passenger
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station and another passenger station for other track (except for tracks
that share the same passenger station) and underground corridor
connecting to underground shopping mall.(b) Fire-retaining wall or alikenessness shall be equipped at places such as
evacuation stairway on platform and where necessary for passenger to
evacuate safely. The fire-retaining shutter shall comply with the
specification shown in Item 1 of Section 112 of Enforcement Order to
Architectural Basic Act and it shall be lowered automatically by sensor
unit up to the level of 2m measured from floor level and it shall also be
remote controlled by disaster control room. Besides, it shall be two (2)
step control closing system that on site manual controle by staff in
charge is possible. Confirmation of closing and locking shall be able to
monitor at disaster control room.
f. Other facilities
(a) Dedicated ventilation facility shall be placed at power station in
principle. However, fire damper may be placed in ventilation hole of
existing power station if dedicated ventilation facility can not be placed.
(b) Kiosk shall not be located in places where passenger evacuation is
blocked and places between ends of platform and the nearest evacuation
corridor entrance or exit.
(c) Kiosk of convenience store type shall be designed to comply with fire
proof and smoke proof planning.
(d) Emergency electricity outlet shall be placed at each floor below fourth
basement including the floor if accumulated space of floors below
fourth basement including the floor comes to larger than 1,000m2.
(e) The emergency electricity outlet shall be equipped with emergency
power supply unit.
(f) Distance between any spot in a cabin and evacuation exit shall be
shorter than 100m.
(g) Places assigned to evacuation route between passenger stations shall be
designed not to block smooth evacuation.
(4) Installation of fire extinguishing facility
a. Passenger station shall be equipped with the following facilities.
(a) Fire extinguisher
Fire extinguisher shall be located in passenger station at places
where necessary for firefighting in compliance to Item 2 and Item 3 of
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Section 10 of Enforcement Order to Fire Defense Act.
(b) Indoor fire hydrant
Indoor fire hydrant shall be located in passenger station at placeswhere necessary for firefighting in compliance to Item 3 and Item 4 of
Section 11 of Enforcement Order to Fire Defense Act and it shall be
equipped with emergency power supply unit.
(c) Piped water spraying system or ceil sprinkler system with water
injection mouth
Piped water spraying system or ceil sprinkler system with water
injection mouth shall be equipped in cabins (except for cabins for train
operation safety) in compliance to Item 2 of Section 12 and Item 2-2 of
Section 28 of Enforcement Order to Fire Defense Act.
Ceil sprinkler system with water injection mouth shall be placed in
convenience store type kiosks in compliance to Item 2 of Section 12 of
Enforcement Order to Fire Defense Act.
(d) Water pipe network
Outlets of water pipe network in passenger station shall be located
at places where firefighting is necessary such as platform, concourse
and corridor. The water pipe network shall be placed in compliance to
Item 2 of Section 29 of Enforcement Order to Fire Defense Act.
However, it is not necessary in case indoor fire hydrant equipped with
water outlet is already placed and it is workable for firefighting.
b. Water pipe network shall be extended to a place between passenger stations if
the distance between water outlet on platform of one passenger station and
that of another passenger station is longer than 500m.
(5) Public announcement facility
Public announcement facility shall be placed at passenger stations in order
to inform passengers the followings.
a. Passenger evacuation of train will be made not by stopping the train but by
keep running up to the next passenger station in case of fire in tunnel.
b. Evacuation from train is possible form both ends of the train.
c. Necessary information for safety evacuation of passenger such as emergency
evacuation route map.
3 Information transmission facility, lighting facility, train protection facility, evacuation
guide facility and firefighting facility including fire extinguisher shall be equipped in
long tunnel mountain tunnel.
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Here, long mountain tunnel is defined as a tunnel with the length of longer
than 5km or accumulated length of tunnels with the distance between two (2)
adjacent tunnels is shorter than the length of a designed longest train (it can be set asshorter than 400m for Tohoku HSR and Hokuriku HSR lines) is longer than 5km.
(Prevention of Train Overrun)
Section 37 Following facilities shall be placed at places where train might possibly overrun and
cause danger.
(1) Safety track shall be laid in a section where Main Track or important Side Track
might possibly be an obstacle each other and automatic train stop facility is not
equipped.
(2) Design standard for Buffer Stop shall be as followings.
a. Standard shape and dimension of the Buffer Stop is as shown in Figure 4.
b. Category 1 Buffer Stop for HSR.
(a) End of Main Track (except for track in depot yard and direct connecting
track to Side Track)
(b) End of Side Track (except for track in depot yard)
c. Category 2 Buffer Stop for HSR
(a) End of Main Track (exclusively for track in depot)
(b) End of Side Track (exclusively for track in depot)
d. Category 3 Buffer Stop for HSR
The places where such structures as building, high embankment and
earth cutting are located and overrun of train or rolling stock from
designated position might possibly bring about serious damage to them
e. The category 1 Buffer Stop can be simplified as the followings as long as
operational safety is secured.
(a) Buffer Stop alone without havoing gravel fill shall be acceptable.
(b) Standard gravel fill with width of 4m width, height of 500mm (300mm
above rail level) and distance of 10m shall be acceptable for dead end
Main Track.
f. Structure of the category 3 Buffer Stop for HSR shall be acceptable with
concrete block with earth fill.
(3) Buffer Stop shall be laid out at Side Track with either of a condition listed
below and its dimension such as shape, size and location shall be decided based
on consultation with operator.
a. Side Track where parked rolling stock might accidentally come into Main
Track section
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b. Other locations considered necessary
(Block People from Stepping into Track Area)
Section 38 Defense facility to block wayside people to step into track area shall be laid out alongtrack. However, it is not necessary in a section where wayside people access is hardly
possible such as bridge and tunnel.
(Evacuation Facility)
Section 39 Track shall be so designed as evacuating passenger to be able to walk.
Clause 8 Track Post
(Track Post)
Section 40 Track post includes car clearance post, kilometer post, curve post and gradient post
which protect track and secure train safety. Shape of each post shall be decided by
consultation with operator.
Chapter 3 Passenger station
Clause 1 Passenger station
(Alignment in Passenger station Yard)
Section 41 Alignment in passenger station yard shall conform to train operation.
2 Effective length of Main Track used for refugee of train in passenger station yard
shall be long enough to accommodate the longest train planned to stop for refugee.
(Passenger station Facility)
Section 42 Passenger station shall be equipped with platform, passenger flow facility (corridor,
concourse, stairway, elevator and escalator), passenger service facility (ticket
checking latch), passenger pool (ticket booking window and waiting hall), staff
facility (space for passenger station workers) and lighting facility good enough for
volume of passenger.
2 Passenger station shall be equipped with facility to lead and inform passenger with
direction, location, guidance and prohibition on ticket checking latch, ticket booking
window, concourse, platform and lavatory.
(Platform)
Section 43 Effective length of platform shall be 10m longer than the length of passenger car
multiplied by planned maximum number of passenger car of train and it shall be long
enough not to hinder smooth passenger flow to and from train.
2 Width of platform shall be longer than either 9m in case both sides are used or 5m in
case only one side is used. However, it can be decreased at both ends of platform in
curved section to longer than either 5m in case both sides are used or 4m in case only
one side is used. As an exception, platform width at passenger stations of Okutugaru,
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Kikonai and Yakumo of Hokkaido HSR line can be decreased to longer than 4.0m for
general section and 7.0m for stairway section in case of side type platform having
overtaking train, and it can be 3.7m for general section and 6.7m for stairway sectionin case of side type platform having no overtaking train.
3 Platform shall be equipped with movable platform gate. However, it is not necessary
in either case of the followings.
(1) A platforms that started or finished construction prior to the establishment of
this standard and it is difficult to equip movable platform gate
(2) An additional platform to accommodate HSR train in a passenger station (only
station built prior to establishment of this standard) managed by other operator
than the HSR operator and the platform is under the following conditions
a. All train is planned to stop.
b. Fixed type platform gate is planned to be placed.
(3) Other than the conditions listed above, in case a facility to be able to secure
passenger safety when overtaking train passes is planned to be placed
4 Distance between edge of movable platform gate and entrances of overpass,
underpass and waiting room shall be longer than 1.2m (0.9m as long as passengers
flow is not expected to be jeopardized).
5 Distance between movable platform gate (inner face) and edge of platform shall be
longer than 2m at a side where overtaking train will pass.
6 Standard height of platform shall be 1.25m above rail level.
7 Standard horizontal distance between platform edge and track center shall be 1.76m
(1.8m at a side of platform where overtaking trains will pass).
8 Standard horizontal distance between platform edge in curved section and track
center shall be increased by the same amount for construction clearance specified in
Section 17.
9 Both of descending and ascending escalators shall be placed in case height of
corridor leading to ticket checking latch is different from height of platform. However,
it is not necessary at passenger stations of Okutsugaru, Kikonai and Yakumo of
Hokkaido HSR line.
10 Surface of capstone along platform edge shall be anti-skid finishing with nonskid
material.
11 Platform structure shall comply with Ministerial Order on Structure and Facility for
Passenger Facilities including Building and Rolling Stock to Facilitate Smooth
Passenger Flow (MLIT No.111/2008) in addition to this standard.
(Passenger Corridor and Alikeness)
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Section 44 Width of passenger corridor and passenger stairway shall be wider than 1.5m.
2 Stair landing shall be inserted in passenger stairway at every 3m height. Length of
the stair landing shall be longer than 1.2m in principle.3 Hand rail shall be equipped at both sides of the stairway in principle.
Clause 2 Depot and Accessory Facilities
(Depot and Accessory Facilities)
Section 45 Depot shall be planned taking the capacity of existing depot into consideration and it
shall be designed as follows if additional depot became necessary.
(1) Depot
Appropriate size of capacity shall be secured against planned rolling stocks.
(2) Rolling Stock Inspection and Repair Facility
Necessary range of inspection and repair equipments shall be installed against
planned rolling stock to be inspected and repaired.
Chapter 4 Road Crossing
(Road Crossing)
Section 46 Railway track shall be vertically separated from public roads at crossing.
Chapter 5 Electric Facility
Clause 1 Cable Run Facility
(Contact Line and Auxilliray Facility)
Section 47 Power feeding system shall be either auto transformer power feeding system (herein
after referred to as AT power feeding system) or coaxial cable power feeding
system or direct power feeding system.
2 Structure of contact line shall be overhead single line type.
3 Auto transformer of AT power feeding system (other than placed in substation)
including peripheral devices and electricity line shall be so placed as hardly be
touched by people.
4 The provision regarding installation of overhead power feeder line shall be applied
for electricity line to transmit power from substation to auto transformer (except for
contact line and power feeder line, hereinafter called supplementary power feeder
line) and no other loading factor facilities than auto transformer shall be
connected.
5 Supporting structure placed above platform for contact line and power feeder line
shall not be equipped with steps for person in charge to climb below 1.8m measured
from platform level. However, this may not be applied in the following cases.
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(1) The steps can be housed inside the suppoting structure.
(2) Barrier to prevent from climbing is equipped to the supporting structure.
(3) Barricade or alikeness is placed around the supporting structure to preventoutsiders to come in.
(4) Climbing is not possible blocked by building or alikeness on the platform.
6 Height of overhead power feeder line shall comply with the following standard.
(1) It shall be higher than 5.5m above rail level when it crosses railroad or track.
(2) It shall be higher than 6m above road level when it corsses road.
(3) It shall be higher than 5m above pedestrian way level or platform level when it is
placed on pedestrian deck or platform. However, it may not be applied when
protection such as roof are placed between overhead power feeder line and
pedestrian deck or platform.
(4) In other cases than described above, it shall be higher than 5m above ground level.
However, it can be reduced to 3.5m above ground level when it is placed in such
locations as tunnel, snow shed, overbridge and it is not possible to secure 5m.
7 Standard height of contact line shall be 5m above rail level and it shall be higher than
4.8m and lower than 5.3m.
8 Trolly line placed in Main Track section shall be either guttered hard copper trolly
line with nominal cross-section area of larger than 110mm2, grooved copper alloy line,
or grooved copper covered steel line complying with provision on grooved hard
copper trolly line of Japan Industrial Standard.
9 Contact line shall be catenary suspension type complying with the following
provisions
(1) Hanging method shall be chosen depend on running speed of train.
(2) Standard pitch between hangers shall be 5m.
(3) Automatic tension controle device shall be equipped in Main Track and locations
where contact line crosses Main Track directly.
10 Lateral decentering distance of contact line shall be smaller than 300mm measured
from track center.
11 Grade of contact line against rail level shall be less than 3 in 1,000 irrespective of
train speed. However, it may be less than 15 in 1,000 in Side Track section.
12 Supporting structure for contact line shall be placed in compliance with the
dollowings.
(1) Distance between supporting structure shall be shorter than 60m in case of simple
catenary suspension type and it shall be less than 80m in case of compound
catenary suspension type.
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(2) Safety factor to be used in designing supporting structure of contact line shall be
as follows against expected tensile load corresponding to maximum wind load,
electricity line weight and so forth.a. Safety factor for concrete pole shall be larger than 2 against failure load.
b. Safety factor for steel pole, steel tower, beam and bracket shall be larger
than 1 against allowable stress of material.
(3) Foundation of steel pole or steel tower shall be made of concrete or the equivalent
with safety factor of larger than 2 against tensile load, compressive load and
bending moment caused by supporting structure.
13 Safety factors specified in the following table shall be secured for contact line against
expected wind load, electricity line tension and so forth.
Category Type of Line Condition Safety Factor
Electricity line Hard copper line, copper
alloy line
Against tensile load 2.2 or larger
Other electricity line Against tensile load 2.5 or larger
14 Branch line shall be placed in compliance with the followings.
(1) Safety factor against tensile load shall be larger than 2.5.
(2) When stranded wire is used it shall be made of more than 3 wires. However, it
shall be made of zinc galvanized steel bar or the equivalent or better in terms of
strength and durability for underground section and a section below 30cm above
ground level, and it shall be attached to stay block or alikeness.
(3) The wire shall be made of metal with diameter of larger than 2mm and tensile
strength of larger than 690N/mm2.
(4) Protection measure for branch line to touch overhead electricity line shall be
taken not to transmit the trouble of the touch.
(5) Branch line placed on concrete pole or steel pole shall not share a strength against
larger than one half of maximum wind load to be born by the concrete pole or
steel pole in compliance with provision of Paragraph 12 (relevant to Item (2)
only) or Item (2) of Paragraph 3 of Section 52.
(6) Branch line placed on steel tower shall not share a strength to be born by the steel
tower in compliance with provision of Paragraph 12 (relevant to Item (2) and (3)
only) or Item (2) of Paragraph 3 of Section 52.
15 Standard voltage of contact line shall be monophase current 25,000V.
16 Voltage of contact line shall be sufficient enough for rolling-stock to perform its
ability and to secure train operation schedule.
17 When contact lines with different standard voltage are connected each other, dead
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section shall be placed in between in order to prevent trouble stemming from mixed
voltage.
18 Electricity line shall be placed depending on service voltage.19 Power feeder line (overhead feeder line is excluded here and hereunder) placed in
long tunnel (underground tunnel in urban area with length longer than 1.5km for each
section, other than underground tunnel in urban area with length of longer than 2km
of one tunnel, and tunnel having passenger station(s) inside with the distance between
passenger stations (between platform ends) in the tunnel or distance between the
adjacent passenger station to the tunnel end is longer than 1km. This is applied for the
Paragraph 21 and Item (3) of Paragraph 21 of Section) or alikeness shall be placed in
compliance with the followings.
(1) Electricity line to be placed shall be cable.
(2) Power feeder line shall be taken with flame resistant measure as specified either
of the followings.
a. Cable shall be covered by fire retardancy material with noncombustibility or
self-distinguishing performance.
b. Cable shall be covered by fire spreading prevention tape, fire spreading
prevention sheet, fire spreading prevention paint or alikeness with
noncombustibility or self-distinguishing performance.
c. Cable shall be housed in fire retardancy pipe or trough with
noncombustibility or self-distinguishing performance.
20 The performances of noncombustibility and self-distinguishing referred in the
Paragraph 19 shall be defined as follows.
(1) Noncombustibility
It is made of noncombustible matter complying with the Paragraph 9 of
Section 2 of Building Standard Act or alikeness with better performance.
(2) Fire retardancy with self-distinguishing
a. In case of cover of electricity line or fire spreading prevention tape, fire
spreading prevention sheet, fire spreading prevention paint of coverd
electricity line, or alikeness
It shall comply with flame resistance test specified in No. 21 of Appendix
1 of Ministry Code (Ministry of Trade and Industry Code Section 85 in
1962) which regulates technical standard of ectric devices, or it shall have
better performance.
b. In case of pipe or trough
It shall comply with flame resistance test specified in Appendix 2 of No.
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24 of Ministry Code which regulate technical standard of electric devices, or
it shall have better performance.
21 Separation distance of power feeder line placed in long tunnel (overhead powerfeeder line is excluded which is called power feeder line hereunder) from other
power feeder line, power transmission/distribution line, low current electricity line,
or water pipe when they are in proximity to or crossing each other shall be longer
than the value specified in Appendix 2. However, it may not be applied in case of
either of the followings.
(1) Secure firesafe partition wall is placed between power feeder line and other power
feeder line, power transmission/distribution line, low current electricity line or
alikeness, or water pipe.
(2) Power feeder line in proximity to or crossing with low current electricity line or
alikenessness is cased in fire retardancy pipe or trough with secure
noncombustibility or self-distinguishing performance, and the pipe or trough is
placed not to touch low current electricity line or alikeness.
(3) Low current electricity line or alikeness in proximity to or crossing with power
feeder line is either optical fiber cable covered by fire retardancy matter with
noncombustibility or self-distinguishing performance, or optical fiber cable
cased in fire retardancy pipe or trough with noncombustibility or
self-distinguishing performance.
(4) Power feeder line in proximity to or crossing with low current electricity line or
alikeness is so placed not to directly touch with the low current electricity line
taken with flame resistant measure complying with Item (2) of Paragraph 20 or
alikeness.
(5) Power feeder line in proximity to or crossing with water pipe is cased in fire
retardancy pipe or trough with secure noncombustibility or self-distinguishing.
(6) Power feeder line in proximity to or crossing with other power feeder line or
power transmission/distribution line is in either of the following conditions.
a. It is covered by fire retardancy matter with self-distinguishing performance.
b. It is cased in fire retardancy pipe or trough having self-distinguishing
performance.
(7) Either one of power feeder line in proximity to or crossing with other power
feeder line or power transmission/distribution line is covered by matter with
noncombustibility performance.
(8) Either one of power feeder line in proximity to or crossing with other power
feeder line or power transmission/distribution line is cased in secure
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noncombustibility pipe or trough.
22 The noncombustibility and fire retardancy with self-distinguishing performance
reffered in the Paragraph 21 shall be defined as follows.(1) Noncombustibility
Noncombustible matter specified in Paragraph 9 of Section 2 of Building
Standard Act or alikeness with better performance.
(2) Fire retardancy with self-distinguishing performance
a. Power feeder line cover or power transmission/distribution line cover
It shall comply with combustion test specified in IEEE Std.383-1974 or
alikeness with better perfprmance.
b. Optical fiber cable cover
It shall comply with flame resistance test specified in supplemental table
No. 21 of Appendix 1 of Ministry Code which regulates technical standard
of electric devices.
c. Pipe or trough
It shall comply with flame resistance test specified in No. 24 of Appendix
2 of Ministry Code which regulates technical standard of electric devices or
alikeness with better performance. However, pipe manufactured as double
layer pipe, it shall comply with flame resistance test specified in No. 1. (4) g.
of Appendix 2 of Ministry Code which regulates technical standard of
electric devices.
(Proximity to or Crossing with Overhead Contact Line or Alikeness)
Section 48 Separation distance (except for through next Paragraph to Paragraph 8) of power
loaded section of overhead contact line or power feeder line from
other other electricity line, building or alikeness when they are in proximity to or
crossing with each other, shall be larger than the value specified in Appendix 3.
2 Separation distance of power loaded section of overhead contact line
or overhead contact line from passenger station building, signaling station, building
on platform, signal or alikeness shall be longer than 1.5m. However, it can be reduced
to 1.2m (it can be further reduced to 0.3m if metal part is earthed and warning sign is
displayed at the building on platform) if it is not possible due to local conditions.
3 Separation distance of power loaded section of overhead contact line or overhead
power feeder line from overbridge, tunnel, snow shed, bridge or alikeness (hereinafter
refereed to as overbridge) or AT protection shall be longer than 0.3m.
4 Separation distance of AT protection line and powered section with equivalnet
electric potential from shall be longer than 0.15m. However, it can be
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reduced to 0.07m if it is not possible due to structural constrain.
5 Separation distance between powered sections of different phase alternate current
shall be longer than 0.4m.6 Separation distance between power feeder line and contact line in AT power feeding
system shall be longer than 0.5m. However, it can be reduces to 0.45m if it is not
possible due to local conditions.
7 Separation distance between power loaded section of contact line or overhead power
feeder line and leakage coaxial cable affixed to tunnel wall shall be longer than 1.2m.
8 Overhead contact line or overhead power feeder line shall not be placed in crossing
with overhead power transmission/distribution line with high voltage (larger than
750V for direct current and larger than 600V and smaller than 7,000V for alternate
current and this definition shall be applied hereunder) or low voltage (smaller than
750V for direct current and smaller than 600V for alternate current and this definition
shall be applied hereunder),overhead low current electricity line or overhead optical
fiber cable (hereinafter reffered to as overhead power transmission/distribution
line). However, if local condition doesnt allow to comply with the provision and
overhead power transmission/distribution line or overhead low current electricity line
or alikeness with high voltage or low voltage is placed as follows.
(1) Cable or electricity line with hard copper stranded wire with cross-section area of
larger than 38 mm2or with tensile strength of larger than 14.51KN is used for
high voltage overhead power transmission/distribution line.
(2) Cable is is used for low voltage overhead power transmission/distribution line.
(3) Communication cable coverd by polyethylene resin insulationvinyl is used for
overhead low current electricity line.
(4) Distance between each supporting structure of overhead power
transmission/distribution line or overhead low current electricity line or
alikeness shall be smaller than 120m when the supporting structure is made
concrete pole or steel pole.
(5) Separation distance of power loaded section of contact line or overhead power
feeder line and overhead power transmission/distribution line or overhead low
current electricity line or alikeness shall be longer than 2m. However, it can be
reduced to 0.5m if the overhead power feeder line is cable type and to longer
than 1m if it is insulation electricity line for extra high voltage (voltage larger
than 7,000V which is called extra high voltage insulation electricity line
hereunder).
(Insulation Sectioning of Contact line)
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Section 49 Insulation sectioning of contact line shall not be placed in the following areas.
However, it shall not be applied if permanently closed sectioning operation device is
placed and a fail safe measure is taken for train not to approach the sectioning pointeven if the sectioning operation device is accidentally open.
(1) Area where train or alikeness is always parking.
(2) Area within the biggest distance between power collection devices of a train or
alikeness running from the beginning of an operation control signal section or a
section where control information is displayed (in case of pattern controlled
ATC, it is the end of last section where a train or alikeness is allowed to enter by
control information) toward outside of the section.
(3) Area within stopping distance of a train or alikeness when stop signal is displayed
toward inside of the beginning of an operation control signal section or a section
where control information is displayed (in case of pattern controlled ATC, it is
the end of last section where a train or alikeness is allowed to enter by control
information).
(4) Irrespective to the previous provisions, insulation sectioning can be placed for the
area in (2) and (3) above if it is necessary from technical point of view and also
sectioning point of the contact line is always open and fail-safe masure is taken
that a train or alikeness is not damaged when it accidentally stopped.
(Accident Prevention at Overbridge or Alikeness)
Section 50 Accident prevention facility shall be placed when contact line or power feeder line is
placed under overbridge, road bridge or alikeness (hereinafter called overbridge)
and it may possibly danger user or something of the overbridge.
2 When overhead contact line or overhead power feeder line is placed under overbridge,
the following provisions shall be observed in addition to the previous provision,.
(1) Metal parts of bridge girder shall be grounded.
(2) Sign post to show potential danger shall be displayed wherever necessary.
(Installation of Return Current Rail)
Section 51 Return current rail shall secure enough electric circuit to the amount of return current
and it shall be so placed to minimize leaking current from the rail to ground.
(Installation of Power Transmission/distribution line)
Section 52 Electricity line shown in the middle column of the following table shall be used
depending on the service voltage of shown in the left hand side of the table unless
otherwise cable is used. However, except for the service voltage is extra high voltage,
electricity line shown in the right hand side column of the table can be used on
condition that the electricity line will not damage other electricity line, building and
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so forth in the event that overhead power transmission/distribution line is cut off or
supporting structure of overhead power transmission/distribution line is collapsed.
Service Voltage Electricity line
Extra high voltage Hard copper stranded wire
with cross-section area of
larger than 22mm2 or
stranded wire with tensile
strength of larger than
8.71KN
High voltage and
low voltagehigher
than 300V
Hard copper line with
diameter of longer than 5mm
or electricity linewith tensile
strength of larger than
8.01KN
Hard copper line with diameter
of longer than 4mm or
electricity line with tensile
strength of larger than 5.27KN
Low voltage lower
than 300V
Either hard copper line with
diameter of longer than 4mm
or electricity line with tensile
strength of larger than
5.27KN or either hardcopper line for low voltage
insulation electricity line
with diameter of longer than
2.6mm or low voltage
insulation electricity line
with tensile strength of larger
than 2.30KN
Either hard copper line with
diameter of longer than 3.2mm
or electricity line with tensile
strength of larger than 3.44KN
or either hard copper line forlow voltage insulation
electricity line with diameter of
longer than 2.6mm or low
voltage insulation electricity
line with tensile strength of
larger than 2.30KN
2 Irrespective to the previous provisions, vinyl insulation electricity line or multicore
electricity line for branch line shall not be used for overhead power
transmission/distribution line when service voltage is higher than 300V.
3 Supporting structure for overhead power transmission/distribution line shall be placed
in compliance with the thefollowings.
(1) Distance between supporting structures shall be shorter than 150m when concrete
pole or steel pole is used and shorter than 400m when steel tower is used (it may
be extended to 600m in such cases as hard copper stranded wire with
cross-section area of larger than 55mm2
or tensile strength of larger than
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21.67KN for extra high voltage overhead power transmission/distribution line is
used, hard copper stranded wire with cross-section area of larger than 38mm2or
tensile strength of larger than 14.51KN for high voltage overhead powertransmission is used, and hard copper stranded wire with cross-section area of
larger than 22mm2or electricity line with tensile strength of larger than 8.71KN
for low voltage overhead power transmission/distribution line is used).
(2) Supporting structure of overhead power transmission/distribution line for extra
high voltage or high voltage shall be placed in compliance with provision of
Item (2) and Item (3) of Paragraph 12 of Section 4.
(3) When branch line is placed on the supporting structure, it shall be in compliance
with the provision of Paragraph 14 of Section 47.
4 Clasp of brace or insulator to support extra high voltage overhead power
transmission/distribution line shall be grounded.
5 Safety factor against tensile load of overhead power transmission/distribution line,
except for cable is used, shall be larger than 2.5 (it may be reduced to 2.2 in case
hard copper line or heat resistant copper alloy is used).
6 Diversion of overhead power transmission/distribution line shall be made at the
supporting point except for the following cases.
(1) Diversion is so made for overhead power transmission/distribution line as no
tensile stress is load to the line.
(2) Diversion is made by the cable placed in compliance with the provision of
Paragraph 9.
7 Distance between overhead power transmission/distribution lines in the same circuit
shall be secured considering service voltage, distance between supporting structures,
electricity line sway caused by wind, dangling or swinging up caused by snow or ice
load and their eventual fall out.
8 In case cable is used for overhead power transmission/distribution line, messenger
wire (galvanized steel stranded wire with cross-section area of larger than 22mm2
or
tensile strength of larger than 5.93KN (for extra high voltage, it shall be galvanized
steel stranded wire with cross-section area of larger than 22mm2or tensile strength
of larger than 13.93KN)) shall be used for suspension.
9 Safety factor against tensile