The Shinkansen Program: Transportation, Railway, Environmental, Regional, and National Issues

IIASA COLLABORATIVE PROCEEDINGS SERIES

THE SHINKANSEN

PROGRAM

IlASA COLLABORA'TIVE PROCEEDINGS SERIES

CP-81-S1 LARGE-SCALE LINEAR PROGRAMMING Proceedings of a I IASA Workshop, 2-6 June 1980 G.B. Dantzig, M.A.H. Dempster, and M.J. Kallio, Editon

CP-81 -S2 THE SHINKANSEN PROGRAM: Transportation, Railway, Environmental, Regional, and National Development Issues A. Straszak, Editor

THE SHINKANSEN PROGRAM

Transportation, Railway, Environmental, Regional, and National Development Issues

A. Straszak, Editor

INTERNATIONAL INSTITUTE FOR APPLIED SYSTEMS ANALYSIS Laxenburg, Austria

1981

lnternational Standard Book Number 3-7045-001 1-9

Collaborative papers in this Special series sometimes report work done atthe International Institute for Applied Systems Analysis and sometimes work done elsewhere. They are reviewed at IIASA, but receive only limited external review, and are issued after limited editorial attention. The views or opinions they express do not necessarily represent those of the Institute, its National Member Organizations, or other organizations supporting the work.

Copyright 0 1981

International Institute for Applied Systems Analysis

All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage or retrieval system, without permission in writing from the publisher.

IIASA PUBLICATIONS ON LARGE-SCA.LE.DEVELOPMENT PROGRAMS

Hans Knop, Editor, Tl?e Tennessee VaZZzy A . d ~ h O P i t y Ez?erience: Proceedings of the First Conference on Case Studies of Large Scale Planning Projects, Volumes 1 and 2, CP-76-2, IIASA, Laxenburg, Austria, 1976.

Hans Knop, Editor, The Tennessee Valley duthor<ty: A Field Study, RR-79-2, IIASA, Laxenburg, Austria, June 1979.

Hans Knop, Editor, The 3ratsk-Ilimsk r e h t o t i u l Frcdtcctia Complc: Pro- ceedings of the Second IIASA Conference on Case Studies of Large-Scale Planning Projects, CP-77-3, IIASA, Laxenburg, Austria, June 1977.

Hans Knop and A. Straszak, Editors, The BmtsL-Ilimsk -?errizoric3 -3-0- duction i7ompZer: A Field Study Report, RR-78-2, IIASA, Laxenburg, Austria, May 1978.

Andrze j Straszak and Robert Tuch, Editors, Tne Shinitansen .?{ah-3eod .?ail i ? e r i r k o f J e a n : Proceedinqs of an IIASA Conference

,

June 2 7 - 3 0 , 1977. Pergamon, Oxford, England, 1980.

Andrze j Straszak, Editor, The Shinkansen ?ropam: -%sportaticn, Z a i Z m j ,

?zvimrunentaZ, R'egional, and !Jaational Deve2or;rnent I s s u e s , CP-8 1 -S2

,

IIASA, Laxenburg, Austria, 1981.

Y. Sawaragi and A. Straszak, Editors, The Kinki T ? c e p r o c ! .?epior.a!

3 e v e Z o ~ e n t .?rcpm: Status Report and Proceedinqs of a IIASA Workshop, June 1978, CP-81-S5, IIASA, Laxenburg, Austria, 1981.

PREFACE

During the period 1974-1979, multidisciplinary teams of sci- entists from the International Institute for Applied Systems Ana- lysis (IIASA) examined four large-scale development programs:

the Tennessee Valley Authority, a regional development program launched in 1934 by the government of the United Stat.es of America:

the Bratsk-Ilimsk Territorial Production Complex, a regional develop- ment program launched in 1952 by the government of the USSR; the Shinkansen Program in Japan, which began in 1969; and the Kinki Integrated Regional Development Program, on which research work began in Japan in 1973. The first two of these studies have al- ready been reported on [for the TVA study, see Knop (1976)

,

^and

Knop (1979), and for the BITPC study, see Knop (1977) and Knop and Straszak (1978)l; and the extensive factual basis for the Shinkansen study has also been published [see Straszak and Tuch 1980) 1 .

This volume discusses the issues that arose in the stuly of the Shinkansen Program in transportation, railway, environmental, regional, and national development. A final volume in this series on the work in the Kinki region of Japan is in preparation.

The investigation of the Shinkansen Program was supported and assisted by The Japan Committee for IIASA; the IIASA team is particularly grateful to Professors H. drisawa, K. Miyasawa, and

Y . Suzuki, Doctor S. Tamura, and A. Yamada. The extensive co-

operation of the Japanese National Railways made the study pos- sible: Dr. M. NishiCa and the personnel of the JNR staff was especially appreciated.

The Shinkansen study used an approach developed within IIASA for the TVA and Bratsk-Ilimsk case studies, together with the ap- proach elaborated by David Fischer (USA) and used by him in studies dealing with Canadian arctic and North Sea oil development. The initial procedure of analysis, originated by Hans Knop (GDR) was then combined with extensions proposed by other participating scholars, so that an overall approach evolved, whose implementa- tion was made possible through formation of an interdisciplinary East-West team of researchers at IIASA.

The field study team consisted of these persons:

Professor A. Straszak (Poland) Professor H. Knop (GDRI

Professor D. Fischer (USA) Professor M. Albegov (USSR) Dr. S. Ikeda (Japan)

Dr. D. von Winterfeldt ( F R G )

Professor A. van Bilderbeeck (Netherlands) Professor C. Law (Canada)

Mr. J. Harmon (USA Department of Transportation) Mr. J. Owsinski (Poland)

Mr. R. Tuch (USA)

Professor H. Strobe1 (GDR) and Dr. R. Genser (Austria) joined the study group in preparing this volume. They had visited Japan earlier and played a key role in the conference-with which the work began.

A. Straszak

CONTENTS

Page

PART I: THE APPROACH 1

1 . GENERAL INTRODUCTION (A. Straszak) 3

2. MAIN FEATURES OF THE SHINKANSEN PROGRAM (A. Straszak) 5

Appendix 2 2

3. THE FRAMEWORK OF ANALYSIS (A. Straszak) References

PART 11: SUBSYSTEMS ANALYSIS

4. THE SHINKANSEN AND TRANSPORTATION (H. Strobel, A. Straszak)

4.1 Introduction

4.2 The Pre-Shinkansen Age 4.2.1 Historical Background 4.2.2 Demand Factors

1.2.2.1 Economic Growth 4.2.2.2 Population

4.2.2.3 Car Ownership and Modal Split 4.2.3 Supply Factors

4.2.3.1 The Status of the Road Transportation System 4.2.3.2 Status of the Air Traffic

System

4.2.3.3 Suboly Imnacts 4.2.4 Actors

4.2.4.1 Travelers and Residents 4.2.3.2 Transportation Companies and

Government Actors 4.2.4.3 International Actors 4.2.5 Findings

4.3 The First Decade of the Shinkansen Age 4.3.1 Supply-Demand Inter-Relations

3.3.1.1 Rail Transport Demand Impacts 4.3.1.2 Modal-Split Impacts

4.3.2 Supply Factors and Impacts

4.3.2.1 Growth of the Individual Transport Systems

4.3.2.2 Trip Time Impacts 4.3.2.3 Safety Impacts 4.3.2.4 Cost Aspects 4.3.2.5 Energy Consumptlon 4.3.2.6 Environmental Impacts

4.3.2.7 Land Productivity and Further Impacts

4 . 3 . 3 I m p a c t s on A c t o r s

4 . 3 . 4 F i n d i n g s

4 . 4 The F u t u r e o f t h e S h i n k a n s e n P r o g r a m

4 . 4 . 1 Demand I s s u e s

4 . 4 . 1 . 1 Economic F a c t o r s

4 . 4 . 1 . 2 P o p u l a t i o n F a c t o r s

4 . 1 . 2 S u p p l y I s s u e s

4 . 4 . 2 . 1 E n e r g y F a c t o r s

4 . 4 . 2 . 2 New T e c h n o l o g y O p t i o n s

4 . 4 . 3 A c t o r s I s s u e s

R e f e r e n c e s

5 . THE SHINKANSEN AND RAILWAY ISSUES I R . G e n s e r , A . S t r a s z a k )

5 . 1 Main F e a t u r e s o f R a i l w a y D e v e l o p m e n t i n J a p a n

5 . 1 . 1 S i t u a t i o n P r i o r t o t h e C o n s t r u c t i o n

o f t h e T o k a i d o S h i n k a n s e n

5 . 1 . 2 The S i t u a t i o n a f t e r t h e T o k a i d o

S h i n k a n s e n was B u i l t

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

5 . 2 H a i n A c t o r s I n v o l v e d i n R a i l w a y D e v e l o p m e n t

a n d R a i l w a y P o l i c y i n J a p a n

5 . ~ 2 . 1 N a t i o n a l Government

5 . 2 . 2 z a p a n e s e N a t i o n a l R a i l w a y s ( J N R )

5 . 2 . 3 J a p a n R a i l w a y C o n s t r u c t i o n C o r p o r a t i o n

(JRCC

3 . 2 . 4 I n d u s t r i e s Working f o r R a i l w a y s

5 . 2 . 5 R e g i o n a l a n d L o c a l A u t h o r i t i e s

5 . 2 . 6 C i t i z e n G r o u p s

5 . 3 Main I s s u e s

5 . 3 . 1 S p e e d

5 . 3 . 2 S a f e c y

5 . 3 . 3 R e l i a b i l i t y

5 . 3 . 4 E r g o n o m i c s , E d u c a t i o n , a n d T r a i n i n g

5 . 3 . 5 C o m f o r t

5 . 3 . 6 A c c e s s i b i l i t y

5 . 3 . 7 F r e q u e n c y o f S e r v i c e

5 . 3 . 8 P r o f i t a b i l i t y

5 . 3 . 9 c o m p u t e r i z a t i o n a n d A u t o m a t i o n

5 . 3 . 1 0 M a i n t e n a n c e

5 . 3 . 1 1 I m p a c t on o t h e r r a i l w a y s

5 . 4 F r e i g h t T r a n s p o r t

R e f e r e n c e s

6 . THE SHINKANSEN AND ENVIRONMENTAL ISSUES ( D . F i s c h e r ,

D . v . W i n t e r f e l d t , S . I k e d a ) 2 0 8

6 . 1 I n t r o d u c t i o n 2 0 8

6 . 1 . 1 E n v i r c n m e n t a l E x p e c t a t i o n s i n P a s t

D e c a d e s 2 0 8

6 . 1 . 2 Main Causes of Environmental Disruption in Japan

6 . 1 . 3 The Role of the Public Sector in

Economic Activities

6 . 1 . 4 The New CNDP and Transportation

Network Policy

6 . 1 . 5 Establishment of Environmental

Legislation and Administration

6 . 2 The Question of the Public Interest

6 . 3 Environmental Actors in Relation to the

Shinkansen

6 . 3 . 1 Note on the Case of the Tohoku Shin-

kansen Line (Under Construction)

6 . 4 Environmental Impact Assessment (EIA)

6 . 4 . 1 Environmental Impacts Associated

with the Shinkansen

6 . 4 . 2 Implementation of an EIA System

6 . 4 . 3 Present Approach to Assessing

Shinkansen Impacts

6 . 4 . 4 Public Participation

6 . 4 . 5 Issues Affecting EIA

6 . 4 . 6 Proposed EIA System

6 . 4 . 7 Contents of a Report of ~nvironment

Impact Assessment for Shiqkansen

6 . 5 Introduction to the Problem of Noise Pollution

Control for Shinkansen Trains

6 . 6 The Elements of the Noise Pollution Control

Problem: Actors, Their Objectives and Alternatives

6 . 6 . 1 Regulatory Actors, Objectives, and

Alternatives

6 . 6 . 2 Development Actors, Objectives, and

Alternatives

6 . 6 . 3 Impactee Actors, Objectives, and

Alternatives

6 . 7 The Decision Process of the Environment Agency

to Set Noise Standards

6 . 7 . 1 Noise Evaluation Criteria Used in the

Standard Settinq Process

6 . 8 The Decision Process of the Nagoya Associa-

tion to Combat Shinkansen Yoise

6 . 9 Discussion and Evaluation: Toward Modeling

Standard-Setting Decisions References

7 . THE SHINKANSEN AND REGIONAL ISSUES (M. Albegov,

J. Owsinski, A. Straszak)

7 . 1 The Main Features of Regional Development

in Japan

7 . 1 . 1 The Situation Prior to the Construction

of the Tokaido Shinkansen

7.1.2 The Situation After the Construction

of the Tokaido Shinkansen 333 7.1.3 The Present Situation 344 7.2 Main Actors Involved in Regional Development 347

7.2.1 National Government 349

7.2.2 Public Corporations 3 5 1 7.2.3 Private Sector of the Economy 356

7.2.4 Local Governments 358

7.2.5 Citizens 360

7.3 Issues 36 1

7.3.1 National vs. Regional Growth

(Efficiency vs. Equity) 361 7.3.2 Industrial Location 3 6 3 7.3.3 Redistribution of the Social Overhead

Capital 364

7.3.4 Interregional Accessibility 365 7.3.5 Urbanization and Urban Sprawl 366

7.3.6 Regional Stability 368

7.3.7 Local Separation of Benefits and Losses 370

7.4 Interrelations 371

7.5 Conclusions 375

7.5.1 Regional Policies in Zapan and

Their Performance 375

7.5.2 The Shinkansen as a Regional Policy

Instrument 378

Appendix 1 383

7A.1 The Interaction Structure:

An Outline for Analysis 383

Appendix 2

7A.2 Models and Their Use in Analysis

of Regional Impacts 391

7A.2.1 The Models and Studies

Considered 29 1

7A.2.2 The Place of Impact Models 391 7A.2.3 Types of Problems and

Awaited Results 395

7A.2.1 Some Studies and Answers

Provided 399

9ef erences 113

8. THE SHINKANSEN AND NATIONAL DEVELOPMEXT ISSUES

(H. Knop, A. Straszak) 116

8.1 Main Features of the National Economic

Development in Japan 416

8.1.1 The Situation Prior to the Implementa-

tion of Shinkansen 116

8.1.1.1 General National Economic

Development 4 16

8.1.1.2 Transport Related Develop-

ment 425

8.1.2 The Situation After the Shinkansen

was Built 428

8.1.3 The Present Situation 429

8.2 Main Actors in National Economic Zolicy

and Planning 436

8.2.1 The National Government and the

Japanese Planning System 4 38

8.2.1.1 National Economic Plans 4 38 8.2.1.2 Comprehensive National

Development Plans 438

8.2.1.3 Special-Purpose Plans and

Programs 145

8.2.1.4 Governmental Organizations in National Planning Processes 449 8.2.1.5 The Social Function of National

Economic Planning in Japan 452 8.2.1.6 Transportation Related Plan

Targets 455

8.2.2 Public Corporations 4 5 5

8.2.3 Private Sectors of the Economy 4 6 1

8.2.4 Local Governments 4 6 1

8.2.5 Citizens 163

8.3 Issues 463

8.3.1 Long-Range Planning and Programming 4 6 3

8.3.2 Habitations Pattern 466

8.3.3 Investments 4 7 3

8.3.4 Industry Transition 475

8.3.5 National Consensus 480

8.4 Interrelations 485

8.5 Conclusions 485

Appendix 49 1

References 495

PART 111: OVERALL ANALYSIS (A. Straszak)

9. OVERALL EVALUATION OF THE SHINKANSEN PROGRAM 10. LESSONS TO BE LEARNT FROM THE SHINKANSEN PROGRAM

CASE

10.1 Emergence 10.2 Side-Purposes 10.3 Organization

10.4 Place of Technology i 0 . 3 Impact Analysis 1 1 . CONCLUSIONS

Appendix: Institutions and Persons Visited during the Study

PART I THE APPROACH

1. GENERAL INTRODUCTION

How to plan, manage, and organize large-scale development programs is a complex question that many governments, local au- thorities, and corporations face. It includes technological, economic, societal, and environmental aspects.

Retrospective case studies can play an important role in im- proving and transferring the understanding of the main issues of planning, management, organization, and impacts of large-scale development programs, and IIASA has conducted three of them:

on the Tennessee Valley Authority, started in 1934; on the Bratsk- Ilimsk Territorial Production Complex, started in 1952 in the USSR;

and on the Shinkansen Program, begun in Japan in 1969. The first two are large-scale regional development programs based on utiliz- ing water and energy to attract industry; the third is a large s c a l e i n t e r r e g i o n a l dovelopnent pmgrmn based on u t i l i z i n g a new technology t o iiiiatri- h t a industry through the e n t i r e country.

All three programs are the products of the national develop- ment planning and were initiated directly or indirectly by national leaders. All of them have had some pre-history: scientists and experts worked out some preliminary aspects long before political, economic, and technical forces made organizational breakthroughs to establish them. None of them is completed. The first one likely to reach its final stage is the BITPC, while the Shinkansen Program will reach its first major stage of development not earlier than

1982

-

five years after the previous schedule. Nevertheless, all of them nave already contributed significantly to world development.

Moreover, the billions of dollars invested in these programs have already been returned to the respective national economies.

IIASA large-scale development case studies follow an intensive multistage procedure proposed by Professor Hans Knop from the Eco- nomic University in Berlin during his leadership of management studies at IIASA (1 974-76) :

(1) Preliminary studies of candidate programs.

(2) Negotiations with selected IIASA National Member Organizations on the general feasibility of specific case studies.

( 3 ) Preparation by NMO and IIASA of a format for pre- senting the case study at a IIASA conference, including papers by leading experts and scientists involved in the program and discussion papers pre- pared by IIASA scientists.

( 4 ) A conference at IIASA including additional invited

experts and scientists from NMO countries.

( 5 ) Publication of the conference proceedings.

(6) Negotiations with the NMOS concerning the format and feasibility of a field study.

(7) Field study by IIASA, NMO, and other invited sci- entists and experts.

( 8 ) Preparation of the field-study report.

( 9 ) A status report meeting at IIASA to present the major findings.

(10) Publication of the field-study report.

Thus, the product of each case study consists of two publi- cations: the conference proceedings, and the field-study report.

While they are published separately, to obtain a comprehensive picture of each case study, they must be considered together.

2. MAIN FEATURES OF THE SHINKANSEN PROGRAM

While the Shinkansen Program may be considered to be an ex- tension of the very successful Tokaido Shinkansen Project origi- nated by the Japanese National Railways in 1 9 5 6 , it began formally

in 1 9 6 9 , when the New Comprehensive National Development Plan stated:

Thus with advanced information and a rapid trans- portation system with a higher degree of efficiency, we can expect that all of Japan, extending 2 0 0 0 kilo- meters from north to south, will be integrated into a single unit [as shown in Figure 2 . 1 1 .

The new network will be established by combining the integrated central management functions which have been established already, fully utilizing data communi- cation systems, jet airplanes, newhigh-speed trunk-line railway systems, highways, high-speed container ships, and other high-speed, high-efficiency distribution tech- niques, thus expanding development potential throughout the country. Specifically, the new network will be established by connecting the capital, Tokyo, with Sap- poro, Sendai, Nagoya, Osaka, Hiroshima, and Fukuoka in a big agglomeration of central management functions with each other and then further connecting the network with regional hub cities to exert its effects throughout Japan through sub-networks in the primary living zoneof each of these cities.

When, on 18 May 1 9 7 0 , Law number 7 1 , the "Law for Construc- tion of Nation-Wide High-Speed Railways" was adopted by the Diet, Article 1 of the law described the purpose of the Shinkansen Pro- gram:

In view of the importance of the role played by a high-speed transportation system for the comprehen- sive and extensive development of the land, this Law shall be aimed at the construction of a nation-wide high-speed railway network for the purpose of promot- ing the growth of the national economy and the en- largement of the people's sphere of life.

Article 2 defined the term "high-speed railways":

The term "high-speed railways" herein shall mean the trunk line railway, on the principal sections of which, operation of trains at high speeds over 200 km/h is possible.

Figure 2.1 SCliEMATIC CONCEPTION OF THE SIIINKANSEN PROGRAM

A r t i c l e 3 s u p p o r t e d t h e c o n c e p t o f a n a t i o n - w i d e n e t w o r k , w h i c h had b e e n p r o p o s e d by t h e new t e n - y e a r p l a n ( s e e t h e Appendix t o t h i s c h a p t e r ) .

The Law d e s i g n a t e d t h e M i n i s t e r o f T r a n s p o r t a s t h e p e r s o n r e s p o n s i b l e f o r r e a l i z i n g t h e S h i n k a n s e n Program ( s e e F i g u r e 2.2 a n d A r t i c l e s 5 - 1 0 ) , a n d d e f i n e d t h e r o l e s o f t h e J a p a n e s e R a i l w a y s

(JNR) a n d t h e J a p a n R a i l w a y C o n s t r u c t i o n C o r p o r a t i o n (JRCC)

,

a s w e l l a s p u n i t i v e m e a s u r e s f o r v i o l a t i n g t h e Law ( A r t i c l e s 1 6 - 1 8 ) .

A f t e r t h e Law f o r t h e C o n s t r u c t i o n o f Nation-Wide S i g h - S p e e d R a i l w a y s was e n a c t e d , b o t h t h e T o k a i d o S h i n k a n s e n a n d t h e Sanyo S h i n k a n s e n ( t h e S h i n k a n s e n s e c t i o n b e t w e e n Osaka a n d H a k a t a , on w h i c h c o n s t r u c t i o n s t a r t e d b e f o r e t h e e n a c t m e n t o f t h e Law) w e r e i n c l u d e d i n t h e S h i n k a n s e n n e t w o r k . The o r g a n i z a t i o n s i n v o l v e d i n t h e d e c i s i o n - m a k i n g p r o c e s s f o r t h e Sanyo S h i n k a n s e n a r e p r e - s e n t e d i n F i g u r e 2 . 3 . T a b l e 2.1 g i v e s t h e main t e c h n i c a l d e t a i l s o f t h e T o k a i d o a n d t h e Sanyo S h i n k a n s e n l i n e s . T a b l e 1 i n t h e Appendix g i v e s t h e c h r o n o l o g y o f t h e N e w T o k a i d o L i n e . The s u c - c e s s f u l c o m p l e t i o n o f t h e T o k a i d o S h i n k a n s e n o n O c t o b e r 1 , 1964 was d u e t o t h e P r e s i d e n t o f t h e JNR, M r . S o a o , a s w e l l a s t o M r . S i m a , t h e C h i e f E n g i n e e r o f t h e J N R , a n d t h e T o k a i d o S h i n k a n s e n Task F o r c e h e a d e d by M r . O h i s h u ( f o r m e r D i r e c t o r o f t h e JNR HOK- k a i d o r e g i o n ) , i n c l u d i n g M r . T. Endo, M r . Y . Miyasawa, a n d o t h e r s . The c o n s t r u c t i o n o f t h e Sanyo S h i n k a n s e n was c o m p l e t e d u s l n g t h e n o r m a l d e p a r t m e n t a l s t r u c t u r e o f t h e JNR h e a d o f f i c e .

A f t e r t h e l a w f o r t h e c o n s t r u c t i o n o f n a t i o n - v i d e S h i n k a n s e n l i n e s , a new d e p a r t m e n t c a l l e d t h e Network P l a n n i n g D e p a r t n e n t o f t h e JNR was e s t a b l i s h e d ; h o w e v e r , i n 1977 t h i s d e p a r t m e n t was r e - o r g a n i z e d a n d became t h e P l a n n i n g D i v i s i o n i n t h e S h i n k a n s e n Con- s t r u c t i o n D e p a r t m e n t o f t h e JNR h e a d o f f i c e ( s e e C h a r t 5 . 1 ) .

The c r u c i a l i s s u e s o f t h e S h i n k a n s e n Program a r e t h e geo- g r a p h i c a l c o n f i g u r a t i o n s o f t h e n e t w o r k , a s w e l l a s t h e t o t a l l e n g t h o f t h e n e t w o r k . T a b l e 2.2 shows e x i s t i n g a l t e r n a t i v e s a n d F i g u r e s 2.4 a n d 2.5 g i v e t h e i r n e t w o r k c o n f i g u r a t i o n s .

The B a s i c Economic a n d S o c i a l P l a n , p r o p o s e d by t h e Economic P l a n n i n g Agency and t h e Economic C o u n c i l i n 1972-71 a n d a p p r o v e d by t h e g o v e r n m e n t i n F e b r u a r y 1973 a s o n e o f t h e t a r g e t s t o b e r e a c h e d , s t a t e d :

SHINKANSEN PROGRAM

I

Figure 2.2 EILAYER AND MULTILEVEL STRUCTURE OF THE SHINKANSEN PROGRAM

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Min. 2 , 5 0 0 rn M i n . 4 , 0 0 0 rn

R a i l

...

5 3 . 3 kg/m 6 0 . 8 kg/m

1 , 5 0 0 m l o n g 1 , 5 0 0 m l o n g w e l d e d r a i l s w e l d e d r a i l s T i m e c o n t r o l

...

ATC ( A u t o m a t i c T r a r n C o n t r o l )

CTC ( C e n t r a l i z e d T r a f f i c C o n t r o l )

COMTRAC ( C o m p u t e r a i d e d T r a f f i c C o n t r o l ) Power s y s t e m

...

AC 25 kV 60 Hz, s i n g l e p h a s e

CSC ( C e n t r a l i z e d S u b s t a t i o n C o n t r o l ) B o o s t e r - t r a n s f o r m e r A u t o - t r a n s f o r m e r f e e d i n g s y s t e m f e e d i n g s y s t e m C o n s t r u c t i o n

p e r i o d

...

^{5 $} y e a r s 5 y e a r s

( S h i n - O s a k a

-

^Okayama)

5 y e a r s

(Okayama

-

H a k a t a ) C o n s t r u c t i o n c o s t 3 8 0 , 0 0 0 2 2 4 , 0 0 0

( m i l l i o n s o f y e n ) ( S h i n - O s a k a

-

^Okayama)

7 1 8 , 0 0 0

(Okayama

-

H a k a t a ) O p e n i n g d a t e

....

O c t . 1 , 1964 H a r . 1 5 , 1 9 7 2

( S h i n - O s a k a

-

^Okayama)

Mar. 1 0 , 1 9 7 5 (Okayama

-

H a k a t a )

S o u r c e : JNR F a c t s a n d F i g u r e s 1 9 7 6

X rn a

3 N

01 bl 1 rr

N

a bl 1 m

..+ .4 4

E E

a

Z W m 3

a

-

^A

$ 1

^X

2

a 3 ^c 3

ln

>r Y LC 4 h .4 U u r n

n m W 2 0 W t 4

a 3

O g

F F

m

r 4 01 P u 0 0 0

El W

rn

2

" 8 : "

2

z

E

₃

2

k4

z 0 U

&3=

$5

^E

0 Z d

3 W m

- _.

P O X

1

m

mF

-

4 -Y 4

0

I 0

=-,

E

' S

*

F m

-

u 4

x 4

=

4 I 0 >r

m

:

o m

rl

mr- m

-

4 4 4 X U

Z . S $

X b l . 4 4 0 . 4

r r z

I l l 0 0 0

>r>r>r

" o x 2 4 0 0 0 B E E

:

r

m aD m

-

Y 4

- 4

4 ln

?

s m b l 4 l n v l o ~ o 4 z 4 D m & > , 4 4 4 0

z 0 a 0

>r >r>r

5 3%

E E E

0 a m m

s

0 X c

3 c

1 a 0

X 4 0 4

5 5

f i g

* . - C r

,,

m a 1 C

> r o X =

0 0 0 F

4

0 X c

3 C

0 0 0

m

I

0 0 0 t

(Basic Plan opprox. 7,000 km)

-

1" op~rdtion 1,070 Km

-

construct lor1 865 Km

-

TO be constructed 1,520 Km ,

- -

proposed 2 N I ,100 billion ycn NAGA Source: MOT Figure 2.4 GINKANSEN AL.TERNATIVES

1373 676 km 676 km mm 1975 390 km 1074 )on

-.-.

1977 831 kru 1905 km

---

1979 1600 km 3500 km

-

Possible 5100 km 8600 km Figure 2.5 CONSTRUCTION OF TRACKS FOR NEW SUPEH-EXPRESS TRAINS Source: MITI, June 1970

Regarding s u p e r - e x p r e s s r a i l w a y s ( S h i n k a n s e n ) , w i t h t h e aim o f c o m p l e t i n g some 7000 km by FY 1985, i t i s i n t e n d e d t o open t h e Tohoku, N a r i t a and J o e t s u L i n e s d u r i n g t h e p e r i o d of t h i s p l a n (1973-77) and t h a n make 1900 km a v a i l a b l e f o r u s e i n c l u d i n g l i n e s c u r r e n t l y i n o p e r a t i o n .

The p r o c e d u r e f o r c o n s i d e r i n g any S h i n k a n s e n L i n e i s shown i n F i g u r e 2.6.

A t t h e moment, two l o n g S h i n k a n s e n L i n e s a r e u n d e r c o n s t r u c - t i o n [ t h e Tohoku Line (500 km) between Tokyo and Morioka and t h e J o e t s u Line (300 km) between Tokyo and N i i g a t a l and one s h o r t l i n e [ ( 6 5 km) Tokyo and N a r i t a l . The d e c i s i o n t o c o n s t r u c t t h e s e l i n e s was made by t h e M i n i s t r y o f T r a n s p o r t i n 1971.

I n November 1973 it was d e c i d e d t h a t f i v e a d d i t i o n a l Shin- k a n s e n l i n e s s h o u l d be c o n s t r u c t e d : a n e x t e n s i o n o f t h e Tohoku L i n e t o Aomori (179 km): t h e Hokkaido Line (370 km) from Aomori t o Sapporo; t h e Hokuriku L i n e (590 km) from T a k a s a k i v i a Toyama t o Osaka: and two Kyushu l i n e s , one from Hakata t o Nagasaki (120 km), and one from Hakata t o Xagoshima (270 km).

T a b l e 2.3 shows t h e e x p e c t e d c o n s t r u c t i o n c o s t s o f t h e s e l i n e s a s w e l l a s t h o s e o f t h e Tokaido and Sanyo l i n e s . F i g u r e 2.7 shows t h e c o n f i g u r a t i o n o f t h e s e l i n e s and F i g u r e 2.8 t h e t r a f f i c a n t i c i p a t e d by t h e JNR.

I n A p r i l 1977 t h e C a b i n e t d i s c u s s e d t h e s i t u a t i o n of t h e S h i n k a n s e n network:

The Government r e c e n t l y d e c i d e d t o s t a r t t h i s y e a r a f u l l f l e d g e d s u r v e y i n t o v a r i o u s a s p e c t s of t h e p l a n n e d c o n s t r u c t i o n o f f i v e new J a p a n e s e Na- t i o n a l Railway ( J N R ) Shinkansen s u p e r - e x p r e s s l i n e s i n c l u d i n g a n e n v i r o n m e n t a l i m p a c t a s s e s s m e n t .

The d e c i s i o n made a t t h e d a y ' s m e e t i n g o f C a b i n e t M i n i s t e r s concerned i s t a k e n t o mean t h e f i r s t s t e p toward t h e l i f t i n g of t h e t h r e e - y e a r - o l d " f r e e z e " on t h e f i v e c o s t l y S h i n k a n s e n p r o j e c t s .

The Shinkansen p r o j e c t s have been "on t h e s h e l f "

s i n c e t h e 1973 o i l c r i s i s due t o t h e Government's t i g h t f i n a n c i a l s i t u a t i o n . The c o n s t r u c t i o n o f t h e f i v e new Shinkansen l i n e s i s e s t i m a t e d t o c o s t t h e Government a b o u t 45.5 t r i l l i o n .

I

d k e c t i o n s of

4 I

d i r e c t i o n s of

1

Railway C o n s t r u c t i o n

c o u n c i l

i n v e s t i g a t i o n

d7

i n v e s t i g a t i o n

Cornor a t i o n

4 Lnqiring

rewrt

T r a n s p o r t M i n i s t e r Decision s f

b a s i c p l a n

c o n s u l t i n g

(Name o f c o n s t r u c t i o n l i n e , ( s t a r t i n g and end p o i n t s , (mainly p a s s i n g p o i n t s .

Execution of i n v e s t i o a t i o n f o r

I

m n s t r u c t i o n p l a n

I

constru;tion p l a n

I

+ ⁴

I

1 1

^I

S t a r t i n g Lhe work Submitting t h e i n v e s t i g a t i o n

r e p o r t

f

Ccmpletion

Loan o r t r a n s f e r ( i n c a s e of c o n s t r u c t i o n by C o r p o r a t i o n ) M a t t e r s t o be d i r e c t e d f a r i n v e s t i g a t i o n :

(Capacity of t r a n s p o r t a t i o n , (topography, geology, t e c h n i c a l

F i g u r e 2 . 6 FLOW CHART O F THE PROCEDURE O F NATION-WIDE

H I G H - S P E E D RAILWAY P R O J E C T

a ~ p l i c a t i o ~ ~ ~ l i c a t i o n

Approval of work

execution p l a n

approval

J N R P r e p a r a t i o n of vork execution

P l a n

1 1

(development, c o s t r e q u i r e d to

( c M S U U C ~ .

Corporation P r e p a r a t i o n of

execution Plan

1

-

approval

I

i n q u i r i n g , Transport Minister C o n s t r u c t i o n

Council Decision of

c o n s t r u c t i o n p l a n

- t e n t s of c o n s t r u c t i o n p l a n :

(RUMinq system, mawimm design

(speed. rough e s t i m a t i o n of c o s t ( r e q u i r e d t o c o n s t r u c t , organ to (undertake t h e c o n s t r u c t i o n , and ( o t h e r items r e q u i r e d .

d i r e c t i o n f o r c o n s t r u c t i o n d k e c t i o n f o r c o n s t r u c t i o n c o n s u l t l n q

I I

llable 2.3 Shinkansen Constructlon Program Source: JNR (For Reference) LINE In service Tokaido

AWHORIZATION OF CONSTRUCTION WORKS Oct. 14 1971 (Qnlya - Nilgdta) Oct. 14 1971 Peb. 10 1972

LINE Under construction Tohoku Joetsu Narl ta Subtotal Sanyo

RCt4ARK Construction

syi

as

HOIn'E I.EN(;TH (km) 500 300 65 86 5

SECTION Tokyo - Horloka 'Poky0 - Nilgata Tokyo - Narlta Sa~iyo Subtotal Planned Tohoku norioka - Awnorl abt. 170 iiokkaldo Amrl - Sapporo aht. 370 Hokurlku Takasakl - Osaka abt. 590 Kyushu Fukuvka - abt. 270 Kagoshlma ~yushu aht. 120 Subtotal At. 1,520 SECPION

mt1STRlCTION COST (excl

.

rolling stock expense) Y hundred mil. 21,000 13.800 3,760 38,560 Tokyo - St~inosaka Shinosaka Okayama Okayama

-

Hdkata

DECISION OF CONSTRUCPION PLAN Apr. 1 1971 abt. 5,950 abt. 12,950 abt. 20,650 dbt. 9,450 abt. 4,200 At. 53,200 ROIITE LENGTH km 515

Nov. 13 1973 Y hundred mil. ( AUTHORIZATION OF Apr. 13 1959 Sep. 9 1965

-- -

In servlce

-

Under conslructlon

-

TO be constructed Figure 2.7 NATION-WIDE SHINKANSEN NE'PHOHK Source : JNR

O O Q

> r l Y in f-

C C Q Lq d

m 4 x Ul

m r Q 01 z

-

0 0 X

2 , : ", ,-

z o o

;:

O X C

e x +

8 6

- ,

^Y

_{g >}

⁹

2

^{" d}

4

5 s a

; ^z'3

d

2 4

;;

B

2 5

PI Y m r

C 3 C

3 2 8 s

The f i v e Shlnkansen l i n e s i n q u e s t i o n a r e t h e Hokkaido L i n e from Aomori t o S a p p o r o , t h e Tohoku L l n e from Morioka t o Aomori, t h e Hokuriku L i n e from

T a k a s a k i t o Osaka v i a Toyama, t h e Kyushu L i n e from Hakata t o Kagoshima and t h e Nagasaki L i n e from Hakata t o ?iagasaki. T h e i r t o t a l l e n g t h i s 1,520 k i l o m e t e r s .

The Government d e c i s i o n t o s t a r t t h e s u r v e y o f t h e f i v e p r o j e c t s f o l l o w e d p r e s s u r e by t h e r u l i n g L i b e r a l - D e m o c r a t i c P a r t y (LDP), which i s w i l l i n g t o meet t h e e x p e c t a t i o n o f l o c a l r e s i d e n t s toward t h e o p e n i n g o f b u l l e t t r a i n s e r v i c e s i n the f a c e o f t h e House o f C o u n c i l l o r s ' e l e c t i o n set f o r t h i s summer.

The 'UP a l s o h o p e s that the p r o j e c t s w i l l be a n e f f e c t i v e i n c e n t i v e f o r t h e r e a c t i v a t i o n o f t h e s t a g - n a n t economy.

L e a d e r s o f b o t h the Government and t h e W P a l s o t o o k i n t o s p e c i a l c o n s i d e r a t i o n t h e Nagasaki P r e f e c - t u r a l Government's demand f o r t h e e a r l y o p e n i n g o f t h e Nagasaki S h i n k a n s e n L i n e i n exchange f o r i t s p l a n n e d a c c e p t a n c e of J a p a n ' s f i r s t nuclear-powered m e r c h a n t v e s s e l , t h e N u t s u , a t Sasebo P o r t i n t h e p r e f e c t u r e .

A f t e r t h e s p e c i a l C a b i n e t s e s s i o n , C h i e f C a b i n e t S e c r e t a r y , Sunao Sonoda t o l d r e p o r t e r s t h a t t h e Government would a p p r o p r i a t e Y10 b i l l i o n o u t o f t h i s y e a r ' s f i s c a l b u d g e t f o r t h e s u r v e y o f t h e S h i n k a n s e n p r o j e c t s . However, h e s a i d t h a t it was s t i l l u n c e r - t a i n when t h e c o n s t r u c t i o n works would b e l a u n c h e d .

T r a n s p o r t M i n i s t e r , Hajime Tamura t o l d t h e p r e s s t h a t the r e s u l t s o f t h e e n v i r o n m e n t a l i m p a c t a s s e s s - m n t s h o u l d be p u b l i s h e d t o win p u b l i c c o n s e n t f o r t h e p r o j e c t s .

The d a y ' s C a b i n e t d e c i s i o n came a s a r e b u f f t o the T r a n s p o r t M i n i s t r y , which is t a k i n g a n e q a t i v e s t a n c e on t h e l i f t i n g o f t h e " f r e e z e " o n t h e Shinkan- s e n p r o j e c t s , a c c o r d i n g t o s o u r c e s a t t h e X i n i s t r y .

T h i s i s b e c a u s e , 'the s o u r c e s s a i d , :he JNR w i l l have t o o p e r a t e t h e new S h i n k a n s e n l i n e s a t a d e f i c i t f o r a c o n s i d e r a b l e p e r i o d a f t e r t h e i r o p e n i n g and t h i s w i l l worsen t h e f i n a n c i a l p a s i t i o n o f t h e d e f i c i t - r i d d e n JNR.

I t i s e x p e c t e d t h a t a few y e a r s w i l l be r e q u i r e d t o c o m p l e t e t h e e n v i r o n m e n t a l impact a s s e s s m e n t o f t h e S h i n k a n s e n p r o j e c t s , t h e r e b y d e l a y i n g t h e s t a r t o f t h e c o n s t r u c t i o n works, t h e s o u r c e s added.

Under t h e C a b i n e t headed by Tanaka, a d v o c a t e o f t h e now d e f u n c t g r a n d d e s i g n t o "remodel t h e J a p a n e s e A r c h i p e l a g o " , it was d e c i d e d t o c o n s t r u c t t h e f i v e Shinkansen l i n e s i n q u e s t i o n a s w e l l a s a n a d d i t i o n a l 12 l i n e s w i t h t h e t a r g e t o f e x t e n d i n g . t h e t o t a l l e n g t h o f S h i n k a n s e n l i n e s t o 7000 k i l o m e t e r s .

But t h e Arab o i l embargo i n t h e f a l l o f 1973 h i t h a r d e s t J a p a n ' s economy a n d t h e p o l i c y m a k e r s w e r e f o r c e d t o s h i f t t h e economic p o l i c i e s from those o f a h i g h - p i t c h e d g r o w t h t o a s t a b l e o n e .

N a t u r a l l y , t h e S h i n k a n s e n p r o j e c t s w e r e a f f e c t e d l a r g e l y a n d n o s t e p s h a v e been t a k e n a s t o t h e promo- t i o n o f t h e f i v e S h i n k a n s e n p r o j e c t s .

C u r r e n t l y , t h e c o n s t r u c t i o n o f t h e Tohoku ( f r o m Tokyo t o M o r i o k a ) and J o e t s u ( f r o m Tokyo t o N i i g a t a ) S h i n k a n s e n l i n e s i s u n d e r way.

But t h e c o n s t r u c t i o n works f o r t h e two l i n e s h a s been much d e l a y e d d u e t o t h e f i n a n c i a l s t r a i n , a l t h o u g h b o t h i i n e s were o r i g i n a l l y e x p e c t e d t o b e opened t h i s y e a r .

The government d r a f t o f t h e f i s c a l 1978 b u d g e t c o n t a i n s t h e d e c i s i o n made i n December 1977 t o i n c r e a s e f u n d s f o r t h e new JNR S h i n k a n s e n l i n e s ( T a b l e 2.4 )

.

The IIASA f i e l d s t u d y team h a s b e e n i n f o r m e d by r e p r e s e n t a - t i v e s o f t h e M i n i s t r y o f T r a n s p o r t t h a t t h e J o e t s u a n d Tohoku S h i n k a n s e n l i n e s s h o u l d be c o m p l e t e d i n 1980; h o w e v e r , t h e JNR 1976 b r o c h u r e s t a t e d :

Decided f o r c o n s t r u c t i o n u n d e r t h e law a r e

t h r e e S h i n k a n s e n l i n e s : t h e Tohoku (Tokyo-Morioka), t h e J o e t s u ( T o k y o - N i i g a t a ) and t h e N a r i t a ( T o k y o - N a r i t a A i r p o r t ) . The c o n s t r u c t i o n o f t h e s e t h r e e l i n e s i s u n d e r way,

m a i n l y o n t h e t u n n e l s a n d l o n g b r i d g e s a t t h e p r e s e n t . The l i n e s a r e e x p e c t e d t o b e c o m p l e t e d a t t h e e a r l i e s t i n 1981.

Of c o u r s e c o m p l i c a t i o n s c o n c e r n e d w i t h t h i s l i n e w i l l depend o n t h e f i s c a l 1979 a n d 1980 b u d g e t s , d u e t o t h e p r o c e d u r e o f t h e S h i n k a n s e n P r o g r a m ' s a n n u a l b u d g e t s y s t e m a s w e l l a s t o o t h e r g o v e r n m e n t a l programs! moreover,some s o c i e t a l p r o b l e m s s h o u l d f i r s t b e s o l v e d (see C h a p t e r s 6 and 7 ) . The s h r i n k i n g o f t h e J a p a n e s e I s l a n d s i n t e r n s o f t i m e d u e t o t h e S h i n k a n s e n Program i s shown i n F i g u r e 2 . 9 .

T a b l e 2 . 1

The J a p a n Times Weekly, A p r i l 27, 1 9 7 7 , p . 10.

FISCAL 1978

4 3 4 0 , 0 0 0 m i l l i o n 4 2 1 5 , 0 0 0 m i l l i o n 4 10,000 m i l l i o n JNR SHINKANSEN LINES

Tohoku J o e t s u N a r i t a

FISCAL 1977

4260,000 m i l l i o n 4165,000 m i l l i o n 4 10,000 m i l l i o n

T h e N a t i o n - W i d e H i g h - S p e e d R a i l w a y N e t w o r k a s P l a n n e d

S o u r c e : JNR, 1 9 7 1

(As o f J a n u a r y 1 9 6 8 )

( I n 1 9 8 5 ) h o u r s

( I n 1 9 7 5 )

S o u r c e : JNR, 1 9 7 1

F i g u r e 2 . 9 THE SHRINKING OF THE JAPANESE ISLANDS I N TBW.S OF TIME

( T o k y o a s t h e s t a r t i n o p o i n t )

APPENDIX

LAW FOR THE CONSTRUCTION OF NATIOET-WIDE BIGH-SPEED RAILWAYS

(Law No. 7 1 , 18 May 1970) P u r p o s e

-

A r t i c l e 1

I n view o f t h e i m p o r t a n c e o f t h e r o l e p l a y e d by a h i g h - s p e e d t r a n s p o r t a t i o n s y s t e m f o r t h e c o m p r e h e n s i v e a n d e x t e n s i v e d e v e l - opment o f t h e l a n d , t h i s Law s h a l l be aimed a t t h e c o n s t r u c t i o n o f a n a t i o n - w i d e h i g h - s p e e d r a i l w a y network f o r t h e p u r p o s e o f p r o m o t i n g t h e g r o w t h o f t h e n a t i o n a l economy a n d t h e e n l a r g e m e n t of t h e p e o p l e ' s s p h e r e o f l i f e .

D e f i n i t i o n

-

A r t i c l e 2

The t e r m " h i g h - s p e e d r a i l w a y s " h e r e i n s h a l l mean t h e t r u n k l i n e r a i l w a y s , on t h e p r i n c i p a l s e c t i o n s o f w h i c h , o p e r a t i o n of t r a i n s a t h i g h s p e e d s o v e r 2 0 0 km/h i s p o s s i b l e .

R o u t e s o f High-speed Railways

-

A r t i c l e 3

The r o u t e s o f t h e High-Speed Railways s h a l l b e s u c h a s w i l l be s u i t e d t o forming a n a t i o n - w i d e t r u n k n e t w o r k a n d l i n k n u c l e u s c i t i e s o f t h e n a t i o n i n a most s y s t e m a t i c a n d e f f i c i e n t way, s o t h a t t h e p u r p o s e g i v e n i n A r t i c l e 1 w i l l b e a t t a i n e d .

C o n s t r u c t i o n and O p e r a t i o n o f High-Speed R a i l w a y s

-

A r t i c l e 4 The c o n s t r u c t i o n o f t h e High-Speed Railways s h a l l be u n d e r - t a k e n by t h e J a p a n e s e N a t i o n a l Railways o r t h e J a p a n Railway Con- s t r u c t i o n C o r p o r a t i o n , a n d t h e o p e r a t i o n t h e r e o f , by t h e J a p a n e s e N a t i o n a l Railways.

B a s i c P l a n

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A r t i c l e 5

T a k i n g i n t o c o n s i d e r a t i o n t h e t r e n d s o f t r a n s p o r t demand on r a i l w a y s , t h e emphasized d i r e c t i o n o f l a n d development and o t h e r m a t t e r s f o r t h e e f f e c t i v e i m p l e m e n t a t i o n o f t h e c o n s t r u c t i o n o f t h e High-Speed M i l w a y s , t h e M i n i s t e r o f T r a n s p o r t s h a l l , p u r s u a n t

t o t h e p r o v i s i o n s t o b e s e t f o r t h by Government O r d i n a n c e , d e c i d e upon a b a s i c p l a n s p e c i f y i n g t h e r o u t e s o f High-Speed R a i l w a y s , o n w h i c h c o n s t r u c t i o n i s t o be s t a r t e d ( h e r e i n a f t e r r e f e r r e d t o a s t h e " c o n s t r u c t i o n l i n e s " ) . ( T h i s b a s i c p l a n is h e r e i n a f t e r r e f e r r e d t o a s t h e " b a s i c p l a n " . )

2 . The Y i n i s t e r o f T r a n s p o r t , i n d e c i d i n g upon t h e b a s i c p l a n p u r s u a n t t o t h e p r o v i s i o n o f t h e p r e c e d i n g P a r a g r a p h , s h a l l b e f o r e h a n d i n q u i r e t h e R a i l w a y C o n s t r u c t i o n C o u n c i l . The same s h a l l a p p l y when making c h a n g e s i n t h e b a s i c p l a n .

3 . The M i n i s t e r o f T r a n s p o r t , when h e d e c i d e s o n t h e b a s i c p l a n p u r s u a n t t o P a r a g r a p h 1 , s h a l l make it p u b l i c w i t h o u t d e l a y . The same s h a l l a p p l y when m a k i n g c h a n g e s i n t h e p l a n .

I n s t r u c t i o n s f o r I n v e s t i a a t i o n o n C o n s t r u c t i o n L i n e s

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A r t i c l e 6 The M i n i s t e r o f T r a n s p o r t , when t h e b a s i c p l a n i s d e c i d e d upon a s p r e s c r i b e d i n t h e p r e c e d i n g A r t i c l e , s h a l l i n s t r u c t t h e J a p a n e s e N a t i o n a l R a i l w a y s o r t h e J a p a n R a i l w a y C o n s t r u c t i o n Cor- p o r a t i o n t o c o n d u c t i n v e s t i g a t i o n s n e c e s s a r y i n c o n s t r u c t i n g c o n - s t r u c t i o n l i n e s . The same s h a l l a p p l y when making c h a n g e s i n t h e b a s i c p l a n .

C o n s t r u c t i o n P l a n

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A r t i c l e 7

P u r s u a n t t o t h e p r o v i s i o n s t o b e s e t f o r t h by Government O r d i n a n c e , the X i n i s t e r o f T r a n s p o r t s h a l l d e c i d e upon a c o n s t r u c - t i o n p l a n f o r t h e c o n s t r u c t i o n o f c o n s t r u c t i o n l i n e s p r o v i d e d i n t h e b a s i c p l a n ( h e r e i n a f t e r r e f e r r e d t o a s t h e " c o n s t r u c t i o n p l a n " ) .

2 . The p r o v i s i o n o f P a r a g r a p h 2 , A r t i c l e 5 s h a l l b e a p p l i e d m u t a t i s m u t a n d i s when t h e c o n s t r u c t i o n p l a n i s t o b e d e c i d e d upon o r amended.

I n s t r u c t i o n s f o r C o n s t r u c t i o n o f C o n s t r u c t i o n L i n e s

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A r t i c l e 8 The : 4 i n i s t e r o f T r a n s p o r t , when t h e c o n s t r u c t i o n p l a n i s d e c i d e d upon p u r s u a n t t o t h e p r o v i s i o n o f t h e p r e c e d i n g A r t i c l e , s h a l l i n s t r u c t t h e J a p a n e s e N a t i o n a l R a i l w a y s o r t h e J a p a n Xailway

C o n s t r u c t i o n C o r p o r a t i o n t o u n d e r t a k e t h e c o n s t r u c t i o n o f t h e c o n s t r u c t i o n l i n e s i n a c c o r d a n c e w i t h t h e c o n s t r u c t i o n p l a n . The same s h a l l a p p l y when making changes i n t h e c o n s t r u c t i o n p l a n . Work E x e c u t i o n P l a n

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A r t i c l e 9

The J a p a n e s e N a t i o n a l Railways o r t h e Japan Railway C o n s t r u c - t i o n C o r p o r a t i o n , i n u n d e r t a k i n g t h e c o n s t r u c t i o n o f t h e c o n s t r u c - t i o n l i n e s under t h e i n s t r u c t i o n s p r e s c r i b e d i n t h e p r e c e d i n g A r t i c l e , s h a l l draw up, based on t h e c o n s t r u c t i o n p l a n , a work ex- e c u t i o n p l a n f o r t h e c o n s t r u c t i o n l i n e s , i n d i c a t i n g t h e name o f t h e l i n e s , s e c t i o n s t o be c o n s t r u c t e d , work methods t o be employed and o t h e r m a t t e r s t o b e s t i p u l a t e d by M i n i s t r y o f T r a n s p o r t Ordin- a n c e and submit it t o t h e H i n i s t e r o f T r a n s p o r t f o r a p p r o v a l . The same s h a l l a p p l y when making changes in t h e work e x e c u t i o n p l a n .

2. The work e x e c u t i o n p l a n u n d e r t h e p r e c e d i n g P a r a g r a p h s h a l l b e accompanied by drawings i n d i c a t i n g t h e l o c a t i o n o f t h e l i n e and o t h e r documents t o be s t i p u l a t e d by Y i n i s t r y o f T r a n s p o r t Ordinance.

3. The Japan Railway C o n s t r u c t i o n C o r p o r a t i o n s h a l l b e f o r e - hand c o n s u l t t h e J a p a n e s e N a t i o n a l Railways when i t draws up o r m o d i f i e s a work e x e c u t i o n p l a n p r e s c r i b e d i n P a r a g r a p h 1 .

4 . The J a p a n Railway C o n s t r u c t i o n C o r p o r a t i o n , on r e c e i v i n g t h e a p p r o v a l p r e s c r i b e d i n Paragraph 1 , s h a l l s u b m i t documents r e l e v a n t t o t h e work e x e c u t i o n p l a n t o t h e J a p a n e s e N a t i o n a l R a i l - ways.

D e s i g n a t i o n of A c t s X e s t r i c t e d Areas and C a n c e l l a t i o n t h e r e o f

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A r t i c l e 10

The M i n i s t e r of T r a n s p o r t may s p e c i f y a r e a s and d e s i g n a t e t h e same a s a c t s r e s t r i c t e d a r e a s when he deems t h a t t h e r e s t r i c - t i o n o f t h e a c t s p r e s c r i b e d i n P a r a g r a p h 1 , A r t i c l e 1 1 a r e n e c e s - s a r y f o r t h e smooth e x e c u t i o n o f t h e c o n s t r u c t i o n o f High-Speed Railways on t h e l a n d p r e s c r i b e d by Government O r d i n a n c e and needed f o r t h e c o n s t r u c t i o n o f High-speed Railways approved p u r s u a n t t o P a r a g r a p h 1 o f t h e p r e c e d i n g A r t i c l e .

2 . The l i n i s t e r o f T r a n s p o r t , i n d e s i g n a t i n g a c t s r e s t r i c t e d a r e a s a s p r o v i d e d i n t h e p r e c e d i n g P a r a g r a p h , s h a l l b e f o r e h a n d a s k t h e o p i n i o n o f t h e J a p a n e s e : J a t i o n a l R a i l w a y s o r t h e J a p a n Railway C o n s t r u c t i o n C o r p o r a t i o n ( h e r e i n a f t e r r e f e r r e d t o a s t h e

" e x e c u t o r o f c o n s t r u c t i o n " ) .

3. The n i n i s t e r o f T r a n s p o r t , when h e deems i t q e c e s s a r y i n d e s i g n a t i n g a c t s r e s t r i c t e d a r e a s p u r s u a n t t o P a r a g r a p h 1 , may r e q u i r e t h e e x e c u t o r o f c o n s t r u c t i o n t o s u b m i t n e c e s s a r y d a t a .

4 . The M i n i s t e r o f T r a n s p o r t , i n d e s i g n a t i n g a c t s r e s t r i c t e d

a r e a s p u r s u a n t t o P a r a g r a p h 1 , s h a l l make p u b l i c t h e s a i d a c t s r e s t r i c t e d a r e a s p u r s u a n t t o t h e p r o v i s i o n s t o b e s e t f o r t h by M i n i s t r y o f T r a n s p o r t O r d i n a n c e , and i n a d d i t i o n , p r e s e n t t h e d r a w i n g t h e r e o f t o p u b l i c i n s p e c t i o n .

5. The X i n i s t e r o f T r a n s p o r t , upon c o m p l e t i o n o f c o n s t r u c - t i o n work on High-Speed Railways i n t h e a c t s r e s t r i c t e d a r e a s d e s i g n a t e d u n d e r t h e p r o v i s i o n o f P a r a g r a p h 1 , s h a l l p r o m p t l y c a n c e l t h e d e s i g n a t i o n o f t h e a c t s r e s t r i c t e d a r e a s and make pub- l i c t h e c a n c e l l a t i o n p u r s u a n t t o t h e p r o v i s i o n s t o b e set f o r t h by H i n i s t r y o f T r a n s p o r t O r d i n a n c e : t h e same s h a l l a p p l y when he deems it no l o n g e r n e c e s s a r y t o keep t h e a r e a r e s t r i c t e d o f a c t s b e f o r e t h e c o n s t r u c t i o n work i s c o m p l e t e d .

6 . The p r o v i s i o n s o f P a r a g r a p h 2 s h a l l b e a p p l i e d m u t a t i s m u t a n d i s when c a n c e l l i n g t h e d e s i g n a t i o n o f a c t s r e s t r i c t e d a r e a s p u r s u a n t t o t h e p r o v i s i o n o f the p r e c e d i n g P a r a g r a p h .

A c t s R e s t r i c t e d

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A r t i c l e 11

I n t h e a c t s r e s t r i c t e d a r e a s , d e s i g n a t e d p u r s u a n t t o t h e p r o v i s i o n o f P a r a g r a p h 1 o f t h e p r e c e d i n g A r t i c l e , no one s h a l l change t h e form and t h e c o n s t i t u t i o n o f l a n d , o r b u i l d , r e c o n s t r u c t o r add any s t r u c t u r e t h e r e i n ; p r o v i d e d t h a t an e x c e p t i o n may b e made f o r t h e a c t s performed a s emergency m e a s u r e s necessitated by a n e x t r a o r d i n a r y d i s a s t e r o r o t h e r a c t s t o b e p r e s c r i b e d by Government O r d i n a n c e .

2 . I n c a s e a p e r s o n s u f f e r s a l o s s frcm t h e r e s t r i c t i o n of a c t s u n d e r t h e p r o v i s i o n o f t h e p r e c e d i n g P a r a g r a p h , t h e e x e c u t o r