Features and Crucial Concepts of Masaki Ogata2).pdf · Masaki Ogata April 30 , 2015 East Japan Railway Company Vice Chairman . 1. Outline of JR East 2. Features of Shinkansen 3. Crucial

Copyright© 2015 East Japan Railway Company ALL Rights Reserved. 1

Features and Crucial Concepts of HSR

Masaki Ogata

April 30 , 2015

East Japan Railway Company

Vice Chairman

1. Outline of JR East

2. Features of Shinkansen

3. Crucial Concepts of HSR

4. Station development in relation to

urban development

5. Proposal

Table of Contents

2 Copyright© 2015 East Japan Railway Company ALL Rights Reserved.





urban development

5. Proposal

Table of Contents


*Numbers are as of FY ended March 31 , 2014 **Calculated by 1 $ = 120 JPY

Tokyo

Network: 4,645 miles

No. of Trains: 13,000 /day

No. of Passengers: 17 million /day

Annual Operating Revenue: $ 22.5 billion

Net Annual Income: $ 1.7 billion No. of Employees: 59,000

(No subsidies from the government)

High Speed (Shinkansen)

Metropolitan Regional

Operates All Kinds of Railroad Transport


Outline of JR East

We own all the infrastructure of railroad, operate and maintain as full integration railroad

model.

stations, rolling stocks,

tracks, electric power

supply, signals, IT system,

infrastructure of railroad,

related business, etc.

JR

Management Characteristics 1: Vertical structure


6

High-speed

Metropolitan Regional

Integrated

Railroad Network

Fukushima

Yamagata

Nagano

Akita

Shinjo

Shin-Aomori We own and operate all

categories of railroad

transport.

Niigata

Takasaki

Kanazawa

Management Characteristics 2: Horizontal structure

Copyright© 2015 East Japan Railway Company ALL Rights Reserved.

Non Transport

Business

Shinkansen (High-Speed rail)

Transportation Revenue

$16.4 bil *Numbers are as of FY ended March 31 , 2014

32%

68%

Transportation

JR East Group Total

$26.2bil

Others (Regional rail, monorail)

Tokyo Metropolitan

Area

66%

30%

4%

We own and operate non-transport business utilizing asset for

and around railroad operations.

Management Characteristics 3: Business structure


Life-Style business is our second business pillar. Retail＆Restaurant

2,000 stores

In-Station SC

24 zones

Shopping Center 152 SCs

Hotel

44 hotels

6,400 rooms

Office 24 office buildings

Regional Revitalization

Fitness Club

16 facilities

＊JRE Sports Co. total sales

Advertising

＊EJ Marketing& Communications Inc. total sales

and so on…

Management Characteristics 3: Business structure


We own the infrastructure of micropayment.

In 2001, we implemented IC card ticketing system “Suica” in

the Tokyo metropolitan area.

In 2004, we launched micropayment service (e-money) based

on the IC card ticketing system.

We have been open about IC card standard to other

transportation companies.

The total number of IC card holders is Approx.100 million.

Japan’s 1st transport IC card system

Start year

2001 2003 2004 2006 2007 2008 2008 2009 2009 2011

Management Characteristics 4: Micropayment


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urban development

5. Proposal

Table of Contents


Morioka

Niigata Fukushima

Takasaki

Sendai

5 Directions Network of JR East

Shinkansen Network: 914miles

No. of Trains: 337- 415 /day

No. of Passengers: 271,000 /day

Tokyo

Yamagata

Nagano

Akita

Shinjo

Hachinohe

Shin-Aomori

Shin-Hakodate-Hokuto

Kanazawa

under Construction

in Operation


High Speed Operation

Hokuriku Shinkansen Extension

Started operation between

Nagano and Kanazawa on March

14, 2015


Morioka

Niigata Fukushima

Takasaki

Yamagata

Nagano

Akita

Sendai

Shinjo

Hachinohe

Kanazawa

Shin - Aomori

Morioka

Niigata Fukushima

Takasaki

Yamagata

Nagano

Akita

Sendai

Shinjo

Hachinohe

Kanazawa

Shin - Aomori

Morioka

Niigata Fukushima

Takasaki

Yamagata

Nagano

Akita

Sendai

Shinjo

Hachinohe Hachinohe

Kanazawa Kanazawa

Shin - Aomori

Scheduled to open between Shin-

Aomori and Shin-Hakodate-Hokuto

in March 2016


Morioka

Niigata Fukushima

Takasaki

Yamagata

Nagano

Akita

Sendai

Shinjo

Hachinohe

Kanazawa

Shin -

Morioka

Niigata Fukushima

Takasaki

Yamagata

Nagano

Akita

Sendai

Shinjo

Hachinohe

Kanazawa

Morioka

Niigata Fukushima

Takasaki

Yamagata

Nagano

Akita

Sendai

Shinjo

Hachinohe Hachinohe

Kanazawa Kanazawa

Hokkaido Shinkansen Extension

High Speed Operation


Shin-Aomori Shin-Aomori


Three types of JR East Shinkansen trains

Through Service Type

Series E6 Series E3

Series E5 Series E7 Series E4

High Speed Type / Large Capacity Type


QT_30sA_ari.wmv

1982 130mph

Challenges toward achieving an operational speed of 225mph

Higher Safety Higher Reliability

More Noise Reduction Reduction of other aerodynamical effect

Higher Ride Comfort

1997 170mph

2013 200mph

1985 150mph

Features of Shinkansen 1: High-speed


Omiya

5 Destinations from Tokyo station

4 min. Minimum train interval

12min. Turn-back time at Tokyo Station

415 Trains per day in peak season

Less than 1 min. Average delay per train

Passenger information display in Tokyo station


Features of Shinkansen 2: High-frequency

1 Reliable System

3 Disaster Countermeasures

2 Maintenance System

4 Education and Training

0 fatalities since opening in 1964

Safety is the top priority of railroad operation, especially for HSR.

17

Features of Shinkansen 3: Safety


7 subsystems working effectively and efficiently

to operate the Shinkansen

Integrated System for Shinkansen

“COSMOS”

Transport planning Yard

management Operation

control

Centralized monitoring

Maintenance work management

Electric power control

Rolling stock management

COSMOS



ATC Device

1) Detect a preceding train location

2) Generate the ‘Limit

movement authority’

3) Send the ‘Limit movement

authority’ information to

a following train via digital

signal through the track

4) A following train

detects a present

location

5) A following train retrieves the

allowable speed pattern from on-

board database

DB

Cab

signaling

stopping point, or limit

movement authority

CONTINUOUS SPEED CONTROL BY DIGITAL ATC

ATC

Digital Signal

19



6：00 0：00

・Maintenance work is done during midnight hours, between

the arrival of the last commercial train and the departure of

the first one. This provides a period of several hours for

maintenance increasing the level of safety.

Confirmation car

Service operation and Maintenance in the single integrated system

This is the car that runs on the track after maintenance work

is finished, to confirm safety for the first commercial train

Maintenance

hours Service operation hours



As a result of lessons learned from past earthquakes, we had completed a seismic reinforcement to prevent shear failure of viaducts. Therefore, with this latest earthquake, essentially shear failure didn't occur and only bending failure occurred. Since there was only insignificant damage to viaducts, repair work could be completed quickly, and operation could be resumed promptly.

(1) Strengthened structures



SEISMIC COUNTERMEASURES

Steel Panel

(1) Strengthened structures




Whenever coastline seismometer detects Primary wave.

Detect P wave

Coastline

seismometer

Power shutdown

Substation

Primary wave Secondary wave

Epicenter

Emergency brakes

“Early Earthquake Detection System”

23



(2) Quick stop after detection


Preventing trains from large scale deviation

L-shaped guides (on cars) Rail over-turn prevention device

(4) Straight run after derailment

(3) Derailment prevention Analysis of natural period of structures

Earthquake-induced behavior of railcar

by time history response analysis




・Date and time of occurrence:

Approximately 14:46 on Friday,

March 11, 2011

・Strength of the earthquake:

Magnitude 9.0 on the Richter scale

(The largest in the recorded history of Japan)

・Number of deaths and missing:

18,517 (As of Mar. 11, 2014)

(Resulting from earthquake, tsunami and fire)

JR East

Tokyo

Epicenter

Outline of East Japan Earthquake



Location of Shinkansen trains when the earthquake occurred

JR East Tohoku Shinkansen (HSR)

Tokyo Omiya Utsunomiya Sendai Morioka Shin-Aomori

27 Shinkansen trains were in operation.

Seismic Center

Sendai

Tokyo

Shin-Aomori

26



CENTRALIZED MONITORING SYSTEM

Wind gauge Rain gauge

Operation Control Center display terminal

constantly monitoring

on-site measuring information

to prevent disasters



Improved Environmental Performance : Rail Car

Noise Reduction : Noise from new 200mph (320km/h) railcar, E5

= Noise from previous 170mph (270km/h) railcar, E2

Full Bogie Cover and

Sound-absorbing Panels

Smooth Covers and

Dampers between Cars

Pantograph Noise

Insulation Panels

Low-noise

Single arm

Pantograph

28

Features of Shinkansen 4: Environmental-friendly


Reducing Car Weight (-20%) Reducing Running Resistance

- Long-nose Leading Car

- Smooth Body Surface

Regenerative Braking System

Induction Motor

VVVF Power Control

100

150mph (240km/h)

69

67

200 series (1982)

E2 series (1997)

E5 series (2011)

Max speed

170mph (275km/h)

Max speed

200mph (320km/h)

Max speed

Energy Consumption

Energy Saving Technology

Evolution of Energy-Saving Performance

29

Features of Shinkansen 4: Environmental-friendly


30

Smart and Fast Ticketing with “Mobile Phone Suica”

Handset serves as a ticket

2006～

Features of Shinkansen 5: Fast Ticketing


Reserve seat & purchase ticket

with your mobile phone

Data transferred to memory

31

Station Server PDA

No Ticket Verification in Cabin

Features of Shinkansen 6: Comfort


on the Series E5 & E7

“First Class” Car with Excellent Service


Series E5

Series E7


Car Body Tilting System

Maximum of 1.5 Degree

can navigate curves of 4,000m in

radius at 200mph

Vibration Detection

Sensor

Vibration Prevention

with an electric

actuator

Full-active Suspension System

Electric actuators with high

responsiveness

・Improved Running Performance ・ Improved Ride Quality

Full-active Suspension / Car Body Tilting System



Features of Shinkansen (HSR) (1)

34

High-speed

Safety

Environmentally-

friendly

High-frequency

Large-capacity

Max. test speed : 265mph (425km/h)

Max. commercial speed : 200mph (320km/h)

⇒ Shorter trip time

15 trains per hour

1,634 (maximum)

passengers per train

⇒Solution for dense traffic

No. of passenger fatalities: 0 since opening in 1964

Emergency countermeasures against earthquakes,

snow, heavy rainfall, etc.

Controlling Noise from Rail Car

Less CO2 emissions

⇒ Contribution to society

Average delay:

Less than 1 min. per train

⇒Punctuality

Reliability


Features of Shinkansen (HSR) (2)

35

Comfort

GranClass (more deluxe than Green Car first

class; first introduction on our railroad)

No ticket inspection

⇒ Easier for passengers

Through service

Fast Ticketing Mobile Suica

⇒ No more queues for ticketing

Profitability Revenue from Shinkansen: US$5.1billion (FY 2013)

No support from the government

⇒ Contribution to the nation

Efficiency Operation

Maintenance

⇒ Low OPEX & CAPEX






urban development

5. Proposal

Table of Contents


What is

T T T

S T T T model

? It’s Total Trip Time.

Shortest Total Trip Time.

37

Crucial Concepts 1:


Shorten in-station

time

Station Transfer

Ticket Purchase Last one mile

Park & Ride System

Conventional

line train

Conventional

line train Station Transfer

Shorten in-station

time

Shorten on board

time

Conventional

line train Station Station Transfer Transfer

Conventional

line train

HSR Conventional

line train Station Transfer Transfer Station

Values of 1 minute on board, in station, transfer, first & last one mile, and so on

are all the same It is important to shorten

Total Trip Time from origin to destination.

Shortening Total Trip Time (TTT)

38

Crucial Concepts 1: STTT


39

Concourse outside ticket gates

Concourse

(HSR)

Concourse

(Conventional)

HSR

Platform

HSR

Train

Automatic ticket gates

Conventional line

Platform

Pass the gates at their own pace and follow the information to go

Waiting rows on the platform for very short period before train arrival

No ticket

verifications

on the train

Station structure

Passenger flow

Conventional line

Train

HSR and other railroads : all in the same station


Passengers are well guided through a station.


Turn up yourself on the platform 2 min. before departure.

Purchase ticket

with mobile device

(Anywhere) Validation check and security check (Gate)

Check for train no. (Concourse) Check for car no.(Platform)

Train arrival and boarding

Actual train departure information

controlled by computer system is provided

through all the process of departure.

Linked with train

control system


Boarding system to shorten the in-station time Example in Japan


41

Through Service

Series E5 Series E6

High Speed

Maximum commercial speed :200mph (320km/h) Series E5 & E6 can be coupled and uncoupled automatically.

Series E6 run through onto conventional lines.



Intermediatestation

Local city

Tokyo

42

No transfer

Automatic coupling procedure time Uncoupling : 2’30” Coupling : 4’00”

Series E5

Series E6

Series E6


Series E5

Uncoupling Coupling


43

Safety is the top priority for PT management (JR East has kept it and will keep it)

Punctuality is the mother for everything 1) reliance by passengers and society 2) competitiveness against other modes of transport 3) efficient operation requiring less infrastructure and

rolling stock 4) reduced operation cost


Crucial Concepts 2: Safety and Punctuality

44

In order to improve punctuality, an excellent operation plan, train schedule diagram, train control, maintenance, human resources, and so on are required.


Crucial Concepts 2: Safety and Punctuality

What is

T L C C

L T L C C model

? It’s Total Life Cycle Cost.

Lowest Total Life Cycle Cost.

Total Life Cycle Cost

45

Crucial Concepts 3:


46

Important points in considering

the total life cycle cost

1. Total Life Cycle Cost = OPEX + CAPEX

2. OPEX and CAPEX are not independent.

They interact with each other.

OPEX : Operating expenditure

CAPEX: Capital expenditure


Crucial Concepts 3: LTLCC

OPEX: 1) Efficient Operation 2) Efficient Maintenance

CAPEX: 1) Minimum Infrastructure 2) Minimum Rolling Stock

Punctuality, Train schedule, Train control, Short Turn-around at station, and so on.

Rolling stock, Track, Overhead catenary, Signaling, and so on.

CAPEX will be saved as well!

Higher efficiency

needs only

Needs high efficiency of O&M


47

Shinkansen technology and experience can minimize the need

for facilities, rolling stock, and operating personnel.



Shortest Total Trip Time (STTT)

Punctuality

Lowest Total Life Cycle

Cost (LTLCC)

Increase in

ridership

Low CAPEX

More

feasible

plan Low OPEX

(Operation &

Maintenance) Mutual relationship

Safety The top priority for HSR management

Low OPEX and CAPEX

48

Essence of HSR management



49

・Railroad systems consist of various

components, such as rolling stock,

signals, tracks …

・Minimization of the cost of each

components is important.

・So is minimization of cost considering

the relationship among the

components



Communication Overhead Catenary

Power Supply System

Civil Structure

Rolling Stock

Traffic Control

Signaling System

Track

Minimize the cost of each component

Components of Railroad System Crucial Concepts 3: LTLCC


The best interfaces can minimize the cost.

Many interfaces between components of Railroad System


Power Supply System

Civil Structure

Rolling Stock

Traffic Control

Track

Signal system with communication network

Disaster countermeasure

Train detection and control

Communication between train and infrastructure

High speed and high frequency operation

Substation control


Movement of turnout

Contact loss ratio Resonance of mast Noise

Return current Cooperative maintenance

Performance of regenerative braking Return

current

Friction between wheel and rail Safety in high speed running Riding comfort Vibration of track panel and girder Noise

Load

Rolling stock gauge Structure gauge Air tightness Load


Signaling System



52

For the initial cost:

1. The Shinkansen has 50 years of history with

many competitions and innovations such as

automatization and digitalization utilizing ICT.

We have thus attained high performance and

lower cost of all these components (rolling

stock, operation management system,

signaling system, communication system,

overhead catenary, power supply system,

tracks and civil structures).



53

2. We can arrange all these components

(rolling stock, operation management

system, signaling system, communication

system, overhead catenary, power supply

system, tracks and civil structures)

according to California’s actual needs.



54

3. We can optimize all these components of

systems (rolling stock, operation

management system, signaling system,

communication system, overhead catenary,

power supply system, tracks and civil

structures) fully compatible with each other.



55

⇒We can provide 50 years proven the

integrated system of the systems (rolling

stock , operation management system,

signaling system, communication system,

overhead catenary, power supply system,

tracks and civil structures) with this safest &

highest performance and lowest initial cost

to California without any extra margin.



56

Optimization of operation

・Safe and reliable operation can lead to

the most efficient operation with the

minimum infrastructures and minimum

rolling stock.

・Punctuality is very important also from the

viewpoint of operation and maintenance

cost. The train delays increase operation and

maintenance cost.



Quick 12-minute turnaround at the terminal station can

only 2 platforms with 4 tracks

=> Minimum infrastructure(CAPEX)

provide very frequent service with minimum rolling stock

simplify station layout and infrastructure

2’00” 12’00” 9’00” 0’00”

4 minute headways = high frequency 415 trains per day in peak season

=> Minimum rolling stock (CAPEX)



58

Disaster countermeasures ・ Disaster countermeasures prevent the delay,

suspension and cancelation of trains. The loss

of revenue caused by them can be minimized.

・ With disaster countermeasures, collapse of

structures can be prevented. The restoration

cost after damage can be decreased by about

½ by these disaster countermeasures.

・ It is very important to prepare for the worst, and

to protect against heavy damage before

disasters hit.



Design of System Integrity Lots of interfaces among E&M The best interfaces

can minimize the cost.


Power Supply System

Civil Structure

Rolling Stock

Traffic Control

Track

Signal system with communication network

Disaster countermeasure


Communication between train and infrastructure

High speed and high frequency operation

Substation control


Movement of turnout

Contact loss ratio Resonance of mast Noise

Return current Cooperative maintenance

Performance of regenerative braking Return

current

Friction between wheel and rail Safety in high speed running Riding comfort Vibration of track panel and girder Noise

Load

Rolling stock gauge Structure gauge Air tightness Load

Signaling System

Crucial Concepts

4:Significance of the cooperation between engineers

59

60

From the planning stage of HSR,

Total system

integrity

Civil engineers

Track engineers

Electric engineers

Signal engineers

Rolling stock engineers

Operation and

Maintenance engineers

and so on. …

work tightly

together

Crucial Concepts



Planning Designing Manufacture

Construction Operation Maintenance

Education & Training

Technical Transfer

EPC

Operation

Maintenance

Technical Support for construction

JR East can contribute in all the steps of the projects.

61

Crucial Concepts







urban development

5. Proposal

Table of Contents


Direct connection

to urban centers of

High-Speed Rail

Shorten total trip time

Efficient land use Development

around stations

Related fields

Renovation of

existing facilities

Connectivity

・If there is no High-Speed Rail…

⇒New/expanded airports,

new highways/more lanes

Connection to

conventional lines

Through service

Benefits to entire

society

Regional

development

Job creation Generation of

tourism demand

Consistency with

city plan

Interoperability

Roles of railroad as synergistic benefits to society and economy

Station development in relation to urban development

63

Concept

convenience and comfort intelligence and culture travel and shopping

history and tradition

Transforming Tokyo Station into a City

transportation hotel

business

innovation spirit

TOKYO STATION DEVELOPMENT



http://images.google.co.jp/imgres?imgurl=http://tksdn.web.infoseek.co.jp/photo/gallery/030815/03.jpg&imgrefurl=http://tksdn.web.infoseek.co.jp/ttt/1-noritsubushi/1-e/030815.html&h=480&w=640&sz=20&hl=ja&start=7&um=1&usg=__yCPrwV-6GW4yR5WiRxhj30ryHYI=&tbnid=UA2LcCq8DUf9hM:&tbnh=103&tbnw=137&prev=/images?q=%E3%81%AF%E3%82%84%E3%81%A6&um=1&hl=ja&lr=&sa=N

Sapia Tower Ｇran Tokyo North Tower

Ｇran Tokyo South Tower

The Tokyo Station Hotel

RAILRAOAD

In-Station business （ EKINAKA RETAIL・AD）

Hotel

Office

Office

Office

SC

TOKYO STATION CITY







urban development

5. Proposal

Table of Contents


Efficient land use and social benefits provided by HSR

If there were no High Speed Rail,

we would need:

High Speed Rail provides an optimal solution, thus

providing benefits for the whole society

More land required

・ 800 thousand passengers / day

1) more cars: 500 thousand cars

more highways: approximately 20 additional lanes needed

2) more airplanes: 1,800 jumbo jet flights per day

more airports: 6 airports needed, each as large as Tokyo Int’l Airport

In Japan, Shinkansen trains carry

1,634 passengers per train (E4 series)


Proposal

- High-speed trains in Japan provide passengers with attractively shorter trip time, gaining financially sufficient ridership. Their features such as safety, punctuality, comfort, large capacity and so on increase the ridership more.

- Society has accepted the Shinkansen because of its continuous evolution in the environmental technology and in emergency countermeasures, especially for earthquakes, and other natural disasters.

Proposal


- The Shinkansen has been in harmony with the planning of cities and communities, and grown together with them (contribution and benefits to society).

- “Shortest Total Trip Time (STTT)”, “Punctuality” and “Lowest Total Life Cycle Cost (LTLCC)” are key factors for increase in ridership and low OPEX & CAPEX, and these can make HSR plans much more feasible.

69

Proposal


Such criticisms were; • Railroads are a “has-been industry”, while

airplanes and highways would now play major roles as transportation modes.

• Upgrading conventional lines for “higher speed railroads” would be sufficient to fit the increasing demands.

• Lack of funding and financing would be fatal.

Before the first Shinkansen plan in Japan, there

were many critics against it, claiming that dedicated

lines for HSR would be wasteful - even among

people such as government officials and railroad

professionals.

70

Proposal


However, if there were no Shinkansen, the first HSR in the world, the world railroad network might not be as it is today.

-Feasible plans and intelligent decisions, looking

toward future operation and maintenance

-Sophisticated phase plan for construction and operation

-Reasonable funding and financing scheme

-Enthusiasm and passion for promoting the project

can lead to success of HSR

We believe that our technology and experience

of HSR can contribute to HSR in California.

71

Proposal


72

・ JR East has long history, experiences

and knowledge of not only high speed

railroads but also conventional

railroads.


Proposal

73

・ With this strength, we are very happy

to intensive, extensive and wide range

of support California to build the

excellent system that meet

the needs of California in

many aspects such as

construction, operation

and maintenance

and so on.


Proposal

JR East is;

The Integrated Technology and Service Industry

We own all the fields of technology and integrate them.

We provide the society and the customers with various values and services based upon our operation, maintenance and infrastructure.

Neither a mere railroad company nor mere a transportation company

We own all the infrastructure of railroad, operating and maintaining it as full integrated rail model.

74

Proposal


75

・ We will support California to introduce

the concept, plan and design of HSR

as the optimum system for California,

as well as “in-station development”,

based on our management,

technology and experience and so on.


Proposal

76

・ We look forward to making a great contribution to the project in a full scale.


Proposal

I hope my presentation has not exhausted you and

you have not consumed all your patience.

Thank you very much indeed !

Masaki Ogata