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Railway Technical Research in Asia

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Japan Railway & Transport Review 36 • September 20034 Copyright © 2003 EJRCF. All rights reserved.

Railway Technology in Japan—Challenges and Strategies

Hiroumi Soejima

Figure 1 Chronology of Major Railway Events

1825: World’s first passenger railway opened in Great Britain

1850: Commodore Matthew Perry demonstrated working model steam locomotive in Japan

1872: Japan’s first railway opened1893: First steam locomotive built in Japan

(Class 860)1895: Japan’s first electric tramway opened1906: Railway Nationalization Law passed1927: Japan’s first subway opened1949: Japanese National Railways (JNR)

established1954: Centralized Train Control (CTC) system

first adopted in Japan (Keihin Electric Express Railway)

1957: Hokuriku main line electrified (AC)1958: Kodama limited express started EMU

services between Tokyo and Osaka

1960: Computerized seat reservation system started

1964: Tokaido Shinkansen opened1972: San’yo Shinkansen opened1982: Tohoku and Joetsu Shinkansen opened1987: JNR divided and privatized1988: Seikan Tunnel opened under Seikan

Strait between Honshu and Hokkaido; Seto Ohashi road and railway bridges opened between Honshu and Shikoku

1992: Yamagata Shinkansen opened1997: Akita Shinkansen opened;

300 km/h shinkansen services started; Nagano Shinkansen opened

1999: Maglev test train recorded 552 km/h speed

Figure 2 Improvement of Fastest Train’s Scheduled Speed,1930–2003

120

110

100

90

80

70

60

50

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30

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01930 1935 1940 1945 1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005

Maximum train speed 110 km/h 130 km/h

140 km/h 160 km/h

150 km/h120 km/h

Spe

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km/h

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a Tu

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Introduction

Attempts to improve railway technologyhave generally focused on safety andspeed, two important characteristics of railtransport. Improving safety and speed isnot enough, of course, but the focus ofrailway development will probablyremain there. However, the socialenvironment in which railways operate isevolving, meaning that it will becomenecessary for the development of railwaytechnology to orient itself in slightlydifferent directions.Th i s a r t i c l e examines t he pa s tdeve lopment o f ra i lway- re la tedtechnologies in Japan, and proposes areasof research that should be tackled in lightof changes in the social environment. Iwill also suggest slightly differentdirections that should perhaps be taken,and look at new areas of research forfuturistic train systems.

History and Special Featuresof Japanese Railways

Rail transport began in Japan in 1872, ontrack measuring about 29 km in length

from Shimbashi (in Tokyo) to Yokohama.At first, both the government and theprivate sector constructed their ownrailways, but the majority of privaterailways were nationalized in 1906. It wasaround this time that the governmentestablished the Railway InvestigationOffice under the auspices of thegovernment railways, in order to promotethe development of rail technology for thegovernment railways.Today, Japan has about 27,000 km of linein operation, owned either by the JR groupof companies or by other private railways.Figures 1 and 2 show the years in whichimportant technological advances in railtransport occurred in Japan—years duringwhich speed and carrying capacityincreased. The maximum operationsspeed remained at about 95 km/h untilaround 1955, but in 1958 the KodamaEMU limited express boosted this to110 km/h. Then, the Tokaido Shinkansenbegan operations in 1964, achievingspeeds above 200 km/h. The shinkansentrack was constructed between Tokyo andOsaka—where the Tokaido main line hadlong played the leading role in Japan’smost important transport corridor—inorder to boost capacity. The latest

shinkansen train sets have since boostedcommercial speeds to 300 km/h and theMaglev guided transport system nowunder development has already achieveda world speed record of 552 km/h.One important difference betweenJapanese railways and those in Europe andNorth America is that most Japanese railservices are passenger oriented, withfreight operations playing only a veryminor role. Another difference is thatabout 70% of Japan’s land mass ismountainous, creating an extremelyvaried topography that necessitates steepgrades, sharp curves, long tunnels andbridges. The complex track configurationsand structural challenges cause problemsthat Japanese engineers have solved withnew technological developments, such asinnovative tunnelling techniques, tiltingcarriages that permit higher speedsthrough curves, etc.

Technological Developments1906–87

When the Railway Investigation Officewas established, its main functions wereto conduct studies, apply the results ofresearch, and test materials. In 1913, the

Source: Railway StatisticsSource: Railway StatisticsNote: Average speed from origin to destination including intermediate stops

Japan Railway & Transport Review 36 • September 2003 5Copyright © 2003 EJRCF. All rights reserved.

name was changed to the ResearchInstitute, which was restructured as RailwayTechnical Research Institute (RTRI) in 1942.After WWII, it was clear that Japan’srailways were in a shambles and hadfallen far behind world standards, so manyrecent technologies were introduced fromabroad. The executives of the recentlycreated Japanese National Railways (JNR)realized that RTRI needed the skill of toptechnicians and engineers and many weresuccessfully recruited from former armyand navy laboratories and from privatecompanies. Some aviation engineersjoined JNR and their input help withdevelopment of the Tokaido Shinkansen.It is now widely recognized that theshinkansen lead advances in railwaytechnology worldwide, especially inEurope, where the French TGV andGerman ICE soon appeared on the scene.In 1968, just 4 years after the TokaidoShinkansen opened, the governmentannounced a plan to construct ashinkansen network measuring 7000 kmthroughout the nation. The plan wasembodied in the Nationwide ShinkansenD e v e l o p m e n t L a w, w h i c h w a spromulgated in 1970.In 1972, shinkansen trials on unopenednew tracks achieved a record speed of286 km/h based on various majorinnovations, including development of anauto-transformer (AT) feeder system. In1979, a shinkansen train achieved aworld record speed of 319 km/h.The opening of the Tohoku and Joetsushinkansen through Japan’s snow countrysaw a great deal of R&D into snowcountermeasures too.JNR also worked hard to improve safetyand services on conventional narrow-gauge lines. Notable examples includestudies on multiple-factor derailmentsusing freight cars on a test line, andexperiments on tunnel train fires. In thearea of speed, developments in the early1980s saw improved bogies and car-tiltingcontrol mechanisms. A narrow-gauge test

train attained 169 km/h.In an attempt to cut labour costs andreduce its massive debts, automatic ticketwickets were developed by JNR.Al though automat ic wickets areeverywhere today, they were a greatnovelty at the time.Japan ’s deve lopment o f Maglevtechnology (see JRTR 25) began in 1963with research into a next generation, ultra-high-speed rail system. The first linear-motor test vehicle—the ML100—wasshown to the public in 1972 to mark thecentennial of railways in Japan. A testtrack was constructed in 1977 in MiyazakiPrefecture and the ML500 achieved aworld record speed of 517 km/h in 1979.It would require almost 20 more yearsbefore the old record was broken duringtest runs on the Yamanashi Test Line inYamanashi Prefecture in 1997.

Railway R&D in Japan Today

The JR groupBefore JNR was divided into six passengerrailway companies and one freight railcarrier in 1987, there was much debateon what form technical support for thenew JRs would take. The result was theformation of today’s independent RTRI.Moreover, since 1987, each JR companyis conducting its own R&D into problemsthat are unique to its business. Forexample, JR Hokkaido and JR East operatemany diesel railcars (DMUs), and JR Eastis researching hybrid ‘new energy’ (NE)trains using driven by rechargeablebattery at lower speeds, and both bybattery and diesel-driven generator athigher speeds. Likewise, in response tothe government’s call for a modal shiftfrom road to rail transportation, JR Freighthas developed a Super Rail Cargo systemthat uses electric rolling stock to haulfreight (see Photostories in this issue). JREast and JR Central established their ownresearch centers in 2001 and 2002,

respectively. The main R&D activities ofJR East’s Research and DevelopmentCenter are described in five other articlesin this issue of JRTR.JR Central’s main R&D focus is onupgrading railway technology andopening up new fields. It takes a unified,comprehensive approach with emphasison shinkansen, but is also working withRTRI and Japan Railway ConstructionPublic Corporation (JRCC) on Maglevdevelopment at the Yamanashi Test Line.

Other private railwaysIn many cases, other private railways inJapan conduct joint research with rolling-stock manufacturers with the primaryobjective of developing technologies theyneed. Here I will mention the TechnicalResearch & Development Institute of KinkiNippon Railway Co., Ltd., which is theonly such institute operated by a privaterailway in Japan.Kinki Nippon Railway (Kintetsu) servesareas in and around Nagoya, Kyoto andOsaka with lines totalling 573.7 km,making it the largest operator in Japanexcluding the JRs. Its Institute wasestablished in 1962 as a joint venture with

Superconductive magnetically levitated linear motorcar running on Yamanashi Test Line (RTRI)

Japan Railway & Transport Review 36 • September 20036


Copyright © 2003 EJRCF. All rights reserved.

its rolling-stock manufacturer, KinkiSharyo. Both companies were motivatedby JNR’s 1958 decision to build theTokaido Shinkansen through Nagoya,Kyoto and Osaka, the heart of Kintetsu’soperations base. Kintetsu realized that ithad faced the future competition byupgrading its lines and introducing fasterservices. For its part, Kinki Sharyo hopedto receive orders from JNR to buildshinkansen carriages and knew it wouldhave to improve its overall technicalcapabilities first.The Institute is famed for its 1966 tests thatled to the development of Japan’s firstautomatic wicket capable of handlingcommuter passes. The Institute’s namewas changed to Technical DevelopmentCenter in 2001 and it continues topromote technical developments in therailway industry.RTRI also works on joint research withother private railways and railwaybusinesses and established the RailwayTechnology Promotion Center for thispurpose. The Center’s activities focus on:• Proposing technical standards for the

railway industry• Holding examinations for railway

designers

• Providing information on railway-related technologies

• Offering technical support• Managing a public database on

railway accidents

Government and public bodiesThis section describes the government’ssupport for the technological developmentof railways as well as efforts by theNational Traffic Safety and EnvironmentLaboratory (NTSEL—an independentadministrative body) and JRCC.The Ministry of Land, Infrastructure andTransport (MLIT) has jurisdiction overrailways and is supporting developmentof future high-speed rail systems and theMaglev. It also supports developmentspromoting environmental conservationand transportation safety.T h e g o v e r n m e n t a l s o s u p p o r t sdevelopment of an automatic gauge change(free-gauge train) to permit through serviceson tracks of different gauge. The earlydevelopment was handled as joint R&Db e t w e e n J R C C a n d RT R I a n dTechnological Research Association ofGauge Changing Train (composed ofmajor rolling-stock manufacturers)established in 2002 to promote the work.

Japan’s increasingly aging society facesthe need for barrier-free transport systemssuch as low-floor cars (Fig. 3). However,the narrow gauge of Japan’s conventionall i n e s p r e c l u d e s s i m p l e d e s i g nmodifications to achieve this aim, so theg o v e r n m e n t i s s u p p o r t i n g t h eTechnological Research Association ofLow Floor Light Rail Vehicle Bogie.The NTSEL is a public body establishedby the government in 1950 under thejurisdiction of the then Ministry ofTransport. It became an independentadministrative institution in 2001 and itsmain R&D areas are development of next-generation urban railway systems basedon LRT, and the study, design and testingof special rail systems, such as guidedtransit systems and ropeways.The JRCC was established in 1964 topromote railway construction projects thatwill improve rail networks with a view tostrengthening the nation’s economy andreducing regional economic disparities. Italso implements projects that willcontribute to the maintenance andenhancement of urban functions,especially in large cities.Its three main areas of activity areconstruction and improvement of

Figure 3 Conventional and Low-floor LRT

Source: MLIT website

Free-gauge Train and Gauge-Changing Track

(RTRI)


shinkansen, main, and urban railwaylines; development of new tunneling andbridging technologies; and developmentof new track cost-effective technologiesp r o m o t i n g r i d e c o m f o r t a n denvironmental protection.

Railway Technical ResearchInstitute profile

As previously explained, RTRI wasestablished when JNR was broken up andprivatized.When established, its aims were set outas follows:• Develop advanced technologies that

can be transferred to the JR companies• Conduct basic research with little

immediate commercial application• Conduct R&D in a wide range of

applied technology fields• Continue Maglev development

RTRI’s projects have included thedevelopment of high-speed systems thatrespect the trackside environment alongshinkansen and narrow-gauge lines;

refinement of low-maintenance methods;and the enhancement of urban transitsystems. RTRI has also promoteddevelopment of technologies that can beapplied to the superconductive Maglevsystem on the Yamanashi Test Line.The JRs contact RTRI with a wide rangeof requests for assistance in transportation-related issues affecting their base ofoperations or management policy. RTRIis presently promoting technicaldevelopments in accordance with a basic5-year plan called Research 21, whichwas initiated in 2000.The basic plan promotes four objectivesfor rail-related R&D: greater reliability;lower costs; systems that passengers willfind more attractive; and environmentallyfriendly rail transport. The intention is topursue these four objectives in order toachieve the following (Fig. 4) :• R&D for possible future application

RTRI promotes multi-disciplinaryresearch in areas where railway-r e l a t ed deve lopmen t s cou ldconceivably be applied within a timeframe of several years to a dozen years

or more, promoting innovativetechnical developments that couldsolve existing problems one day.

• Te c h n i c a l d e v e l o p m e n t s f o rcommercial applicationsRTRI develops technologies that canimprove railway operations withinthe short term. Examples includedevelopments requested by railwayoperators to raise safety levels,improve maintenance techniques,protect the environment, andenhance inspections and diagnoses.RTRI also receives requests frompublic organizations to developgauge-change e lec t r ic ro l l ingstock and establish rail-relatedtechnical standards.

• Basic railway-related researchRTRI’s research lays the groundworkfor the development of new railway-related technologies. Its basicresearch is expected to resolvenumerous problems that currentlyhinder railway operations.

• Maglev developmentAt i ts high-speed test track in

Figure 4 RTRI R&D Objectives and Activities

Rel

iabl

e ra

il tr

ansp

ort

Low

-cos

t rai

l tra

nspo

rt

Rai

lway

s th

at a

ppea

l to

pass

enge

rs

Env

ironm

ent-

frie

ndly

rai

l tr

ansp

ort

R&D for future applications

Technical developments for commercial applications

Maglev development

Basic railway-related research

Figure 5 Decline in Number of Operations Accidents andDerailments

20

15

10

5

0

16 14 12 10 8 6 4 2 0

1975 1985 1987 1989 19911993 1995 1997 1999

Operations accidents/100

Derailments/100

Derailments per million train-km

Accidents per million train-km

1900 1920 1940 1960 1980

Source: Railway Bureau of Ministry of Land, Infrastructure and Transport




automobiles on level crossings, anddeveloping mechanisms to preventhuman errors.In an earthquake-prone country like Japan,railway operators must remain vigilant.RTRI is presently working with the JapanMeteorological Agency to develop newsystems that can prevent train mishapsduring an earthquake (Fig. 6). Examplesinclude mechanisms to stop trains quicklyduring an earthquake, and to restartoperations as soon as possible after one.In the case of human error, it is generallyagreed that an important research area isevaluating aptitude.At a t ime when equipment is soadvanced, attention must turn to thehuman factor— the psychologicalaptitude of train engineers. Anotherrelated area will most likely includeenhanced sensors to better monitorconditions ahead of the train (Fig. 7).

Higher speedsGerman engineers succeeded in runninga test train at 200 km/h very early lastcentury, indica t ing tha t ra i lwaytechnology in Europe has long beenforward-looking and explaining itsadvanced state today. More recentdevelopments show that Europe’s desire

Yamanashi, RTRI is verifying the long-term reliability and durability of theMaglev system, conducting researchinto making the system more cost-e f fec t ive , and improv ing theaerodynamic performance of Maglevrolling stock.

RTRI’s international activities includeparticipation in the World Congress onRailway Research (WCRR). The 4thCongress was held in Japan in 1999 andthe WCRR Secretariat was located inJapan for the occasion. RTRI alsopromotes joint research projects with theFrench National Railways (SNCF) and

actively participates in joint projects withChina and South Korea.

Major research areasSafetyAs far as safety is concerned, Japanesera i lways have achieved a fa i r lysophisticated level, having largelydeveloped ways to prevent accidents suchas collisions involving two or more trains,and derailments.The number of train accidents hasdecreased steadily and the number ofderailments is in decline (Fig. 5) Both declinesare due to research into accident prevention.However, fatal accidents still occursometimes; a recent accident in 2000 onthe Hibiya subway line in Tokyo involveda wheel-climb derailment on curved tracksuitable only for low-speed operations. Asa result, RTRI conducted extensive studiesto learn more about wheel-climbderailments. The results indicate thatthey are usually caused by a combinationof circumstances, including a highreduction in wheel load, a high derailmentcoefficient, and a high degree of lateraltrack distortion.Future areas of safety research includeprevention of accidents due to naturaldisasters and external factors, such as

Wheel-climb derailment (RTRI)

Figure 6 New System to Detect Seismic Activity andPrevent Earthquake-related Accidents

Approx. 180 seismic observation stations, Japan Meteorological Agency E

arth

quak

e

P (primary seismic) waves

Seismograph

Japan Meteorological

Agency

New earthquake prediction method

Railway operator

Train control system, etc.

S (secondary seismic) waves

STOP! GO!

Several seconds after earthquake detected: Several minutes after earthquake:

Electricity cut; train stops Patrol orders recommenced services; electricity transmission resumes; trains begin running

Damage inpection

Decision

P waves detectedSeismic wave configuration

1 second

1 second

Loga

rithm

plo

tting

ab

solu

te v

alue

s of

os

cilla

tions

Amplitude increase ratio

Amplitude/distance from epicenter

Magnitude

Distance from epicenter

Amplitude

Figure 7 Support System for Safe Transport


for higher speeds is not restricted toFrance but extends to the other Europeancountries as well. During tests, theFrench TGV has achieved a world recordof 515.3 km/h, while the highest speedin Japan to date for wheel-on-railtechnology is 443 km/h and the highestcommercial speed is 300 km/h.Speed is influenced by many factors, suchas running efficiency, adhesion, power-weight ratio, running resistance, noise andvibration limits, maintenance, and cost-performance. At least two of thesefac to r s—main tenance and cos t -performance—should not be allowed tonegatively impact track conditions.The Ministry of Environment hasstipulated that shinkansen trackside noisemust not exceed 75 dB, demonstratinghow Japan’s dense population sometimescreates unique railways problems.Eng inee r s have deve loped newapproaches to overcoming these technicalfactors and making higher speedspossible. Over the years, rolling stock hasbecome lighter at the same time drivemechanisms have become more

powerful. For example, the first Series 0Tokaido Shinkansen had a power outputratio of 11.6. In contrast, the modernSeries 500 has a power ratio of 26.1 andruns at 300 km/h (Fig. 8). This has beenachieved by advances in powerelectronics boosting power and advancesin materials reducing the weight ofcarriages and bogies. Big improvementsin adhesion control have also contributedto higher speeds.In Japan, noise is said to be the greatestimpediment to rais ing maximumcommercial speeds but advances inaerodynamics have reduced running noise,and development of sound barriers has alsocreated a better trackside environment.Such advances are an excellent exampleof how technology can eliminate limits tohigher speeds. Today, trains on the TokaidoShinkansen run 60 km/h faster than in 1964but noise levels have decreased steadilyover the years and the Series 700 nowregisters only 74.5 dB(A).

Passenger comfort and convenienceOf course, passenger comfort andconvenience involves comfort whilesitting, but it also depends on a wholegamut of factors, including the comfortlevel of the car interior and stations,connections with other modes oftransport, ambiance, etc.RTRI’s current development objective isbased on the concept of a ‘UniversalDesign of Railway Space and Evaluationof Ride Comfort.’ It serves as a guide whendetermining the extent to whichpsychological and physical barriersimpede access to railway services for allpassengers—mobile or disabled. RTRI isdeveloping tools to support a universaldesign for stations and rolling stock andto assess their comfort levels.To further improve on-board comfortlevels, RTRI has developed a simulatorthat replicates felt vibration caused bycomplex line configurations (passingswitches), interior car design, actual

Figure 8 Improvements inShinkansen Output Power

30

25

20

15

10

5

0

Trai

n se

t out

put p

ower

/mas

s (k

W/t)

Series0 100 300 500

12.2 11.9

16.9

26.1

Simulating carriage comfort levels (RTRI)




seating comfort levels, and even passingscenery. The simulator results supplementthe data collected through evaluations ofactual comfort levels.

Environmental considerationsAs I mentioned above, noise and vibrationare two areas of particular attention in Japanbecause reducing them ensures a betterenvironment for trackside residents. Ingeneral, aero-acoustic noise is reduced byusing smooth exterior surfaces and thereduced air resistance is a bonus. RTRI hasconstructed a large low-noise wind tunnelto study the aero-acoustic noise andaerodynamic factors of high-speed railtransport. The tunnel has less backgroundnoise than any other such facility in theworld (75.6 dB when simulating 300 km/hruns) and high-precision measurements ofaero-acoustic noise are possible in the largeanechoic chamber. Wind tunnel tests todetermine the sources of aero-acousticnoise from rolling stock have led to itssuccessful reduction.To reduce train-induced vibrations andnoise on elevated track sections, RTRIdeveloped ladder sleepers supported onvibration-reduction pads. The laddersleepers reduce vibration acceleration tolevels far lower than those on track withconventional prestressed concrete sleepers.Recently, RTRI has also conductedr e s e a rc h i n t o e l e c t r o m a g n e t i ccompat ib i l i t y ( EMC) to p reven t

interference between various types ofelectric and electronic devices. Inaddition, studies are being conducted onq u a n t i f y i n g t h e t o t a l g l o b a lenvironmental load of all railwaycomponents and the system as a whole.These methods will incorporate LifeCycle Assessments (LCA).

Impact of social environment onrail operationsThe social environment surroundingrailways is changing both in Japan andinternationally. Six recent trends are:• Environmental conservation

Against this social background,railways must develop new ways toprotect the global and tracksideenv i ronmen t , r educe ene rgyconsumption, and promote recycling.These efforts must include reducedCO2 emissions.

• Demographic changesJapan’s low total fertility rate and agingpopulation will probably result inlower passenger levels, creating evenmore demand for value-addedservices. Station space and on-boardenvironments should be made moreappealing and comfortable. In thisregard, more consideration should begiven to RTRI’s universal designconcept for railway spaces.

• Global, borderless, and universalfactors

Railways are generally regarded as adomestic transport mode, but as newtechnologies are developed, they willtake on a greater internationalpresence. Exchanges between peopleof different nationalities will becomemore important, and internationalcollaboration will be required whendealing with such issues as globaltrade and standardization.

• Seamless travel patternsPassenger transport should be seen intotality, including other modes too.The various modal operators need towork together to remove barriers tomovement and ensure that differentservices complement each other.

• DeregulationRailways in Japan are subject totechnical standards defined bylegislation, although under a new lawintroduced in 2002, technicalstandards are based on performance.This means that railways will have todevelop their own frameworks forresponsible operations.

• Joint effort by industry, governmentand academic institutionsThe question is always, which sectorshould perform R&D? There willalways be a need for the involvementof each sector, but it will become moreimportant for them to collaborate oncertain projects.

Facilities of large-scale and low-noise wind tunnel (RTRI) Ladder track (RTRI)


New development directionsIt is increasingly important to ensure thatR&D efforts are aligned with the abovetrends. This section discusses someresearch that responds to these trends.

Environment protection and energyconservationSo far, environmental R&D in Japan hasbeen aimed at resolving problems oftrackside noise and vibrations. In thefuture, greater attention will have to bepaid to examining noise sources,analyzing sound transmission paths, anddeveloping better ways to evaluate low-frequency vibration. But the impact ofrailways on the global environment alsoneeds examining from the perspectives ofenergy conservation, global warming,waste disposal and recycling.Railways are correctly seen as offeringexcellent energy conservation potential.The data (Fig. 9) show that in terms ofpassenger-km, trains consume about 75%less energy than aeroplanes and about85% less than automobiles. Conversely,they emit only 16% of the CO2 emissionsof aeroplanes and only about 10% ofthose of automobiles.

Another advantage of electric trains is theirability to regenerate power. Until recently,trains were the only transport mode thatcould do this, but hybrid motors and fuelcells are being developed for motorvehicles, so this advantage of trains hasbeen lost to some small extent. Railwayoperators must tackle this through moredevelopment.Storage of electrical energy is another areabeing pursued. Track-side power sub-stations could have energy-storagesystems to store surplus power for lateruse (Fig. 10). RTRI has constructed aprototype using double-layer capacitorsand is presently examining its performance.Electrical energy can also be stored on-board and RTRI is promoting developmentof rolling stock with power recycling tostore regeneration energy (Fig. 11). It isalso promoting research into fuel cells toprovide motive power. Such a train wouldproduce no hazardous emissions at all.In pursuit of an energy-efficient linearmotor car, research into superconductingtransformers for rolling stock is also wellunderway (Fig. 12). The new transformeris much more efficient than currentmodels and far lighter too.

New materialsNew materials receiving attention so farare lighter, stronger and more costeffective than the older materials. In thefuture, attention will focus on otheradvantages, such as functionality, resourceconservation, recycling, and life cyclecosts.Traction oil is one example of a newmaterial (Fig. 13). Oil is used to preventsqueal as the wheel flanges shift on curves.However, it can also reduce the adhesionexcessively to cause wheel slip andsliding. Ordinarily, when the slip ratioincreases, the adhesion coefficientdecreases and more slipping occurs.However, if we can develop a new oilproducing a progressively higher frictioncoefficient as slipping increases, we canprevent slipping. Thus, one type of oilcould both prevent squeal and reduceslippage. This is the objective behindtoday’s research into traction oil.

Human factorThe human factor is an important area forfuture research in the railway sector.Actually, it has become a focal point forresearch in many fields.

Figure 9 Energy Consumption of Various Transport Mode

Automobiles

Aeroplanes (domestic flights)

Railways

Private automobiles

Passenger buses

Aeroplanes

Railways

Shinkansen

0 10 20 30 40 50 60 70 80 90(C g/passenger-km)

Energy consumption (kcal/passenger-km)0 100 200 300 400 500 600 700 800

Figure 10 Electric Energy Storage at Sub-station

Energy storage using double-layer capacitors

FeaturesAdvantages

Environment-friendly; long life spanPrevents voltage drop and loss of regeneration capacity

Transformer sub-station

Transformer sub-station

Discharging

Charging

With energy storage device

Not with energy storage device

Minimal voltage drop

Electric energy storage device

Vol

tage

di

strib

utio

n

Train

Source: Energy Consumption Survey, Transportation Sector (1999)




Railways will always be closely connectedto the human element. In the past, railwayemployees were considered solely asworkers controlling machinery, but futureresearch will regard them as capable ofpreventing human error, as an interfacebetween people and machines, asparticipants in failsafe procedures, and asservice providers. In the final analysis,accidents and services are closelyintertwined with workers, so it is naturalthat future research will examine thehuman factor closely.

Cost reductionEfforts to cut costs need to considerlifecycle costing (LCC), which meansestablishing an integrated maintenancemanagement system for the full life ofequipment and infrastructure, fromconstruction to disposal.Although more expensive to manufacture,bainitic steel rails are a good example ofthe advantage of considering total lifetimecost. Bainitic steel rails have the sametensile strength as ordinary rails, but resistshelling because of their ability to self-remove the rolling contact fatigue layer

at the rail head (Fig. 14). Use of such railson straight and slight curves whereshelling damage occurs extends the raillife span and reduces total maintenancecosts.

Information technologiesInformation technologies (IT) can be usefor many purposes, from new train controlsystems and better safety mechanisms tomore efficient operations and moreprofitable business activities.Operators have already begun introducingIT information services for passengers, and

Figure 13 Development Concept for Traction Lubricant

Flange lubricator or similar lubricant may cause slipping or skidding on rail head

Ideal traction pattern

Adh

esio

n co

effic

ient

Ordinary lubricant

Behaves as liquid

Slip ratio

Behaves as solid (to transmit torque)

Figure 14 Extended Rail Life by using Bainitic Steel

Acceptable wearWear progression

Extended life

Shelling control

Shelling damage

Ordinary rail now in use

Bainitic steel rail

Total load (tonnes) on rail

Ext

ent o

f wea

r

Life

unt

il re

plac

emen

t

Des

ign

life

Figure 11 Rolling Stock with Electric Power RecyclingDevices: Current System and System UnderDevelopment

Partial regeneration

Partial regeneration

All energy used for powered running

Small amount of energy used for powered running

Kinetic energy

Kinetic energy

Heat produced by resistance and friction

During braking

During powered running

Energy stored during braking Stored energy used for powered running, etc.

Sys

tem

now

in

oper

atio

nE

nerg

y st

orag

e ca

pabi

lity

Figure 12 Main Superconducting Transformer

Ref

riger

ant s

yste

m

Efficiency: 99% (practically no energy loss)Weight: 2 tonnes

Bismuth-type superconducting coil Liquid nitrogen


Hiroumi Soejima

Mr Soejima is President of RTRI. He joined JNR in 1959 after graduating in engineering from the

University of Tokyo. He joined JR Central in 1987 and was Executive Vice President from 1996–97

before taking this current post.

Figure 15 CyberRail Concept

Journey start

Location when requesting

transportation services

Route and schedule

information provided

Route and schedule


Route and schedule


Route and schedule


Information on current

location and movement

Information on current

location and movement

Destination

Station (information

displays)

Station (passenger transfers)

Station (passenger

disembarks)

Provider offering transportation and

related services

Figure 16 Intelligent Train Control System

Proceed slowly—there’s a

train ahead!

Improved performance

Higher safety levels

Better safeguards

Is there a problem on the track ahead?

Prediction controls:Using recognition of

actual conditions to make predictions

Monitoring track conditions ahead

Detecting objects on track to verify clear ahead

Multipurpose Mobile Telecommunications

Safeguarding track workers

Safeguards and warnings to prevent train getting too

close to track workers, other trains, etc.

Wireless train control system

trends point to a higher level of suchservices in the future.One possible innovation might be a two-way communications system linkingindividual passengers and the operator.Another would be a system permittinginformation sharing between differentmodal operators to permit smoothertransfers. RTRI’s CyberRail concept (seeJRTR 32, pp. 28–34) envisions these typesof innovations (Fig. 15).Of course, train controls and safety willalways remain areas where IT offersimportant advantages. IT can be used todetermine when a train should decelerateto keep its distance from an ahead train,and to verify whether something isobstructing the track. There is a need forresearch to develop train controls withfail-safe functions capable of monitoringahead conditions (Fig. 16).

The Future

So far, I have discussed the variousdirections taken by railway-related R&D.But we must also ask how railways willdevelop over the distant future. What isneeded to ensure that they continue toserve vital social needs?

One apparent trend is the liberalizationof electric power, which will result inwidespread installation of local energy-generating devices. If the trend towardenergy saving becomes stronger, willsuperconduction technologies be needed?New t r an spo r t a t i on s y s t ems i ndevelopment now include Maglev andfree-gauge trains. Possible future systemsinclude vacuum-tube railways, and door-to-door transportation systems thatr e spond to pa s senge r demand .Unfortunately, these futuristic systems areonly at the concept stage. But whateverthe research, it will only be seen asworthwhile if the resulting system isenvironmentally friendly and offer,excellent origin to destination (OD)advantages.Development has one objective—thediscovery and application of newtechnology—but the objective can be

reached in various ways: through intuitiveexperience, careful R&D, leaps ofinspiration, etc. Personally, I believe thattechnical problems occur not so much insystems using advanced technology, butoccur all too often when technologies aredeveloped in traditional ways based onexperience when the basic research isinsufficient. The same is true of railways.To achieve its objectives, I believe theJapanese railway industry shouldemphasize development of technologieswith near-term applicability, developmentof basic technologies entailing risk withno uses in the near fu ture , anddevelopment of futuristic technologies.

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railway technology in japan —challenges and strategiesjrtr.net/jrtr36/pdf/f04_soe.pdf · railway...

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