Actors Issues

Any future activity in transportation planning should more directly involve the public. Public opposition against Shinkansen noise could slow down expansion of the Shinkansen network and so support the development of the new MAGLEV system.

The governmental actors and JNR will probably be more and more forced to change from the existing supply strategy to an integrated approach to transport system planning which has to give more emphasis on the following two development policies:

control, i.e., reducing and restructuring traffic demand concerning its spatial distribution, its volume, and its time distribution:

control, i.e., changing modal split by supporting energy efficient transport modes.

(cf. Figure 4.1).

5 >

e

C1

Noise Level [dB(A) 1 ) Magnetic Levitated I

.

r a C Speed 100 150 200 250 300 4 00 500 (km/h Figure 4.38~ NOISE LEVELS AT A DISTANCE OF 25M FROM THE GUIDEWAY AT TEN VEHICLES PER IlOllR FOR CONVENTIONAL RAILWAY VEHICLES (1) AND MAGNETIC LEVITATED VEHICLES (2) Source: MatthBfcr, 1977

EB : Conventional Railway RSS : High-Speed Railway System (Vmax G300 km/h) MSB : Magnetic Levitated Systems (Vmax "400 km/h) CTOL: Conventional Air Transport System

1500 Distance in km Figure 4.38d RANGES OF PASSENGER SERVICE FOR DIFFERENT PASSENGER TRANSPORTATION SYSTEMS RESULTING FROM A MODAL-SPLIT ANALYSIS BASED ON AN EVALUATION OF SIGNIFICANT TRAVEL TIME DIFFERENCES AS (IN MIN.) Source: Matth6fer, 1977

1 London 2 Lllle 3 Paris 4 Brflssel 5 Randstad 6 Rhein-Ru11r 7 Rhcin-Main 8 Rhein-Neckar 9 stuttyart 10 MUnchen 11 zurlch/Basel 12 nilano 13 Torlno 14 Lyon 15 Ilannover 16 llamburg 17 Blrmlnghan 18 ~d~~ches~er/Liverpod 19 Newcastle 20 Glasgow/EdinLurgh 21 Luxeniburg/Saar 22 Genf 23 Marseille 24 Bologna 25 Flrenze Figure 4.38e SUPER-IIIGH-SPEED INTERNATIONAL INTER-CITY PASSENGER TRANSPORT NETWORK BASED ON THE MAGLEV SYSTEM AS HAS BEEN STUDIED BY OECD FOR WEST EUROPE

R e f e r e n c e s

!40T, A n w l .?z?or? ;j ? ~ n s ~ c r r ?cor,ny ( ' t s c c i ; 3 i 7 ! , Y l n i s t r y o f T r a n s -

i e s Luemes ?Ion Autobahnen ^2nd Scknelissmssen? :Bees'-Lirrizatwns

-

A .Yean8 o r .Qeciucing .Voias iZrcvn Frearags ma 5 - ~ r e s s ~ a y s ? )

,

S t r a s s e n -

5 . THE SHINKANSEN AND RAILWAY ISSUES

5 . 1 Main Features of Railway Development in Japan

5 . 1 . 1 Situation Prior to the Construction of the Tokaido Shinkansen

The first railway in Japan was opened between Shimbasi (Tokyo) and Yokohama in 1 8 7 2 . This railway was only 2 2 km long and was built 43 years after the first railway system was built in Europe and when USA and transcontinential trains had already been in opera- tion connecting the Atlantic and Pacific coasts. The first Tokaido line was completed in 1 8 8 9 linking the six major cities of Tokyo, Yokohama, Nagoya, Kyoto, Osaka and Kobe. This line was, and still is, the most important one in Japan. The overall length of the line is no more than 5 9 0 km and is only about 3% of the total JNR system. However, at that time the annual transportation volume on this particular line accounted for about 2 4 % of total passengers and about 2 3 % of the total freight tonnage carried on the JNR.

This was due to the fact that about 4 0 % of the total population, more than 36 million people, were living along the line. The traf- fic on the Tokaido line was growing faster than on the entire JNR system, which was also growing quite fast. In 1 9 5 0 the total JNR

Electrification of the Tokaido line was completed in 1 9 5 6 . This line, as well as the entire Japanese railway system, was of

The t r a n s f e r o f J a p a n e s e r e s e a r c h and t e c h n o l o g y d e v e l o p m e n t

Japanese railways offered the opportunity of responding

5 . 1 . 2 The Situation After the Tokaido Shinkansen was Built

Since the opening of the first Shinkansen Tokaido railway railway managers and engineers. In 1 9 7 5 Shinkansen carried

1 , 0 3 2 , 1 3 6 passengers in a single day, and 1 5 7 . 2 million passengers

in one year. Passengers/kilometers reached 5 3 , 3 1 8 million and the length of the route reach 1 , 0 7 0 Xm. In 1 9 5 8 , the proposed estimate for passenger traffic in the Shinkansen Project was 1 9 . 9 0 million and the length of the route 5 9 0 km. The number of trains operated per day in 1 9 7 5 averaged 2 7 5 .

Shinkansen passenger traffic in 1 9 7 5 was almost 2 5 % of total JNR passenger traffic, counted in passengers per km. It is neces- sary to add that in 1 9 7 5 passenger traffic was less than in the Shinkansen technology into the JNR has increased t!!e overall tech- nical level of the entire system. For example, contralized traf- fic control (CTSI equipment was applied in 1 9 6 6 to the total tunnell- ing and bridge construction technology and is now being expanded to conventional lines.

5 . 1 . 3 The P r e s e n t S i t u a t i o n

Notes: (1) Asterisk indicates the year the tariff was revised. (2) The personrlel expenses are those chargeable to the Profit and Loss Account Source: JNR Facts and Figures 1976.

Table 5.1 REVENUES AND EXPENSES YEAR CLASSIFICATION Operating revenues Passenger Freight Miscellaneous Financial rehabil itat ion subsidies Special grant to promote rationalization Others Operating expenses Personnel Material Taxes and public dues Interest and bond handling expenses Depreciation Non-operating revenues Non-operating expenses Net profit or loss Profit or deficit carried over millions 1974' 1,571.4 1,125.2 240.5 205.7 147.9 0.2 57.6 2,232.9 1,244.0 461.7 16 -9 269.8 240.5 15.7 5.0 -650.8 -2,246.3 of yen) 1975* 1,820.9 1,315.1 241.6 264.2 197.8 0.1 66.3 2,744.4 1,522.6 517.5 18.8 405.5 280.0 12.3 3.5 -914.7 -3,161.0

(thousand 197 3 - 1,379.1 992.2 238.1 148.7 93.8 0.3 54.6 1,840.7 1,040.2 327.9 15.7 227.8 229.1 14.2 6.9 -454.4 -1,595.5

197 1 1,178.2 859.6 250.1 68.5 29.2 1 .O 38.3 1,420.7 784.9 258.4 13.2 163.2 201.0 11.9 3.6 -234.2 -799.6

1972 1,244.3 921.6 239.5 83.1 39.9 0.5 42.7 1,594.4 873.4 288.4 13.9 198.3 220.4 13.6 5.0 -341.5 -1,141.1

Table 5.2 UAI.ANCI.: SllEET Source: JNR E'act-s and Figures 1976

L i g h t t r a f f i c l i n e s a r e t h o s e where t h e s t r o n g

and i t h a s come up w i t h s e v e r a l t e c h n i c a l s u c c e s s e s : s u p e r c o n -

Tablc 5.3 Rcscarcll Han Clanoifyinq thc Itcmo to bc $vclo?cd - - . - . . - - Purpose 1. Development of levltated ral lvay 2. Teclinlcal dcvclf~~nt of nat lonvldc Sll l NKANSUN 3. Uodcrnlzatlon 01 narrou-gau'je lines 4. Mr,dernlzatlon of freiqltt transport

Dcecrlptlon of Items Purpone Descrlptlon of lteme 5.1 Modcrnlzatlon of traln opvratlnn lnformatlon pro....lnq

-

1.1 Guldcvay 1.2 Support, gulde 1.1 Drive, brake I. vehlcle structure 1.5 Vehlcle Dynarlrs 1.6 Aerodynamlca I .7 rover supply Curr-nt collection Train control Others Invcetlgatlon ot new tcrllnoloqy Running spced-up Efflcleltt tunnel excavation Anll-snow maeures Automation of traln control Others Dev@lopmllt oI hlgh-specd v~hlcles Ground Iacllltlee for npred up lllgh-speed, hlqll-de11nLly o(.eraLlon Ncu transport system

I:::

Others Frelqht translmrt system New f rclqht translmr t Yard nodernlzatlon Plpellnes Others SOURCE: J N R

5. Mr,dernlaatlon of 5.1 Wernlzatlon of passenqcr manaqlng system Information proceaslaq 5.3 mdernlzatlon of frclql~t lnformat Ion Drocesslnc] 6.1 Wodernlzat Ion of pastmnqcl. anal

r

frelqlit station facllltlcs 6.1 Ilanpnrcr eavlng ln track 6. Savlnq of manpnvPr maintenance and cxpense 6.1 Undcrnlzatlon nI structure dcmlgn, consl.ruct lon awl maintenance I 6.4 Modernlzatlon of vehlcle drelyn a~~d malntrnancc

d ul 6.5 Mndernlzatlon of electrlcnl equlpmcnt rleslqn and malnLcnanre I 6.6 Modernlzatlon of ships alnd autnmoblles 6.7 Otl~crs

L

lmprovement of runnlnq safety Improvement of traln operation aafety 7. Sccurlnq of safcty 7.1 Imprnvcment of rellablllty In 8. Cons~rvatlnn of env l roonenF

11.5 Others 8.1 Nolse, vlbratlom~ mltlyatlon

r ...

48,l Preventlve MasUtes for radto- rave lnterrerence 8 4 Others

L.

9. Dl-velol,mer~t of universal Ualernlzatlon of lnstrumentatlon rcscarch teclhnlque and data processlnq 9.2 Otlicr~

The following are subject to the pernission or authorization is subject to the approval of the ??ational Diet, that of passen- ger and freight charges is subject to the authorization of the Ministry of Transport. J N R capital is wholly invested by the State and the JNR budget is an item in the Ministry of Transport's budget: therefore it must be approved by the Ministry of Finance, tion of other ministries and agencies. Advisory Councils play an important role in policy formation, in national government and xi-

The Transportation and Railway Construction Councils, estab- lished within the idinistry of Transport, are directly connected with railway development policy.

5.2.2 Japanese National Railways (JNR)

Japanese National Railways is a large organization with 430,051 employees as of March 1976. The JNR President has full decision.-making powers on some matters in operating the JNR while

The JRCC was established in March 1964 as a public corpora- tion of the Kodan type (second in the hierarchy of public corpora- tions) it was set up in order to.construct new railway lines with financial aid from the government in accordance with its policy of reinforcing the JNR network and metropolitan area transport and transferring or leasing such newly constructed lines to the

A S i m p l i f i e d O r g a n i z a t i o n C h a r t f o r t h e

Im Dokument The Shinkansen Program: Transportation, Railway, Environmental, Regional, and National Issues (Seite 153-172)