1. Current Situation of Urban Railways
in Japan
― focused on Commuter Railways ―
Kenji INOUE
Director for Planning and Coordination,
Urban Railway Division, Railway Bureau,
Ministry of Land, Infrastructure, Transport and Tourism (MLIT),
Japan
1

2. contents
Ⅰ．Outline of urban railways in Japan
１．Features
２．Changes and developments
Ⅱ．Current situation of commuter railways
１．Current Situation in Metropolitan Areas
２．Issues of Commuter transportation in Tokyo Metropolitan area
Ⅲ．Basic policy for future development
１．Promotion of barrier-free stations
２．Elimination of “Non-opening level crossings”
３．Enhancement of the convenience with existing lines
４．Upgrade of Station areas
５．Enhancement of airport access function
2

3. Ⅰ．Outline of urban railways in Japan
１．Features
２．Changes and developments
3

4. Changes in urban railway development
【Prewar era ～the middle of 【 High growth period ～
the 1950s】 the 1990s】 【 2000s 】
・Establishment of a ・Cope with increasing ・Improvement of existing stocks
business model that commuter demands →Reducing travel times、less
ensures profitability though ・Expansion of Network congestion、more transfer
the profit gained from non- →New line construction, convenience, etc.
core business （1910s） quadrupling tracks, etc. ・Access to the trunk transport
network, including airports,
Subsidizing new line construction Shinkansen
The railway enterprise through the combined operation- (Recommendation No.18 of the
companies constructed construction scheme Council for Transport Policy)
the urban railways A system that made use of national
by themselves government subsidies, financial Innovative Methods for functional
investment and loans, etc., and reduced separation of railway infrastructure
Ensuring the profitability of the infrastructure construction costs of railway construction and operation
railway business through companies was established.
development of :
・Residences. The start of the national government ・Construction of connecting lines
・Commercial facilities railway construction subsidy between existing stocks
and department stores along system. ・Upgrade of stations as transport nodes
lines ・A government-affiliated financial
agency began to provide low interest
Spread to all major urban areas loans to private railways in major cities
↓
(1920s) ・Interest subsidies for subways etc. The Urban Railway
↓
・Subsidies for railway construction Improvement Law
enterprises.
4

5. Urban railway construction scheme in Japan
The master plan for The recommendation by the transport policy council
urban railway construction (Tokyo metropolitan area: No.18)
(Osaka metropolitan area: No. 8) etc.
The railway is constructed by railway enterprises
provided permission by the Railway Business Act
and support system
by national governments
Transport policy council
The council was installed in the MLIT, based on an act on the establishment of the
MLIT. According to consultations with the Minister of the MLIT, the council’s mission
is to investigate and deliberate the important matters of the transport policy, and give
opinions and statements to each minister concerned.
5

6. The current situation of urban railways （Tokyo Metropolitan area ）
Construction situation related to recommendation No.18* ①Nippori-Toneri Liner
(opened March 30, 2008)
〔*Recommendation No.18 by the Council for Transport Policy, January 27, 2000〕
②Yokohama Green Line
① Nippori-Toneri Liner (opened March 30, 2008)
Nippori～Minumadai-Shinsui Park
③Fukutoshin Line
Ikebukuro～Shibuya
③Fukutoshin Line
（opened on 14th Jun.2008）
The Construction Situation as of April 1, 2009
(km)
② Yokohama Green Line Still-not const. Under-const. In operation
Length
Hiyoshi～Nakayama
A1 Line 280 40 60 148 181
Existing Line A 路線
A 路線
11
(To be completed by 2015) 288 61 79
(100%)
(100%) (14%) (22%) (64%)
(21%) (27%) (51%)
A1 Line
A2 Line 169 155 15 0 0
A2 Line A路線
2路線
A2started by 2015)
(To be
167 152 15
(100%)
(100%) (91%) (9%) (0%)
(91%) (9%) (0%)
B Line
B Line 203 203
203 00 0 0
Already opened B路線
B路線
(To be discussed)
(100%) (100%) (0%) (0%)
(100%) (0%) (0%)
Total 653
658 397
417 9375 148
181
計 (100%) (63%) (14%) (23%)
(61%) (12%) (28%)
6

7. Development of urban railways in the Tokyo Metropolitan area
1200
(km)
Private 56km
Quadrupling
tracks JR 162km
1000
New transport system 119km
New line JR 171km
800
Construction Private 276km
Urban 301km
600
400
200
0
1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000
(FY)
2005
7

8. Ⅱ．Current situation of commuter railways
１．Current situation in Metropolitan areas
２．Issues of commuter transportation in Tokyo Metropolitan area
8

9. Urban railway transportation in Metropolitan Areas
Railways in three major metropolitan areas
Population Area
(million) (km2)
Central Tokyo 8.7 622
(Tokyo Met.) (12.9) (2,188)
【Greater Tokyo】 【35.1】 【13,368】
Taipei 2.6 272
(Taiwan) (22.9) (35,915)
500km
Passengers
Route Length
carried
(km)
（million/year）
Osaka Met. area
（Within 40km of Osaka Station） Tokyo Met. area Tokyo area 2,369 13,575
（Within 50km of Tokyo Station）
Nagoya area 924 1,136
Nagoya Met. area Osaka area 1,469 4,790
（Within 40km of Nagoya Station）
The 3 areas 4,762 19,501
Japan 27,641 22,689
(Reference)
TRTC 66 316
9

10. Urban railways play an important role in passenger transport
Mode share of domestic passenger transport.
100
(％) Recent situation （2005）
90
Railway ・Railway 27.7%
80
Private car intersected railway in 1979. ・Private car 59.9%
70
・Airplane 5.9%
60 単位：千人
・Bus 6.2%
50
40
Private Car
30
Airplane Ship
20 Bus
10
0
％ 昭和25 1955
1950 30 35 40 45 50 55 60 平成2 7 12 15
1960 1965 1970 1975 1980 1985 1990 1995 2000 2005 年度
Changing number of railway passengers
(Unit: 1000 people)
0 0 0 0 0 0 0 0 0 0
National
00 00 00 00 00 00 00 00 00 00
00 00 00 00 00 00 00 00 00 00
－－
2 5 5 0 7 5 10 0 12 5 15 0 17 5 20 0 22 5 25 0
3 Major Metropolitan Areas
Others
1950 1955 1960 1965 1970 197555
昭和 35 40 45 50 1980 60
1985 1990 1995 2000 2005
平成 7 12 15
30 2 10

11. World-wide comparison of land passenger transport
Comparison of the facilities share rate of land passenger transport reveals that the
railway transport share of Japan far exceeds that of major European countries.
Railway transport share by country
Railway
29.5%
Japan Private car
Bus 63.9%
6.6% (FY 2005)
Railway Railway
7.0% Railway
Bus 10.7%
9.2% Bus
6.3%
Bus 5.2%
6.4%
UK Germany France
Private car Private car
Private car
86.6% 84.4%
84.1%
(FY 2006) (FY 2006) (FY 2006)
11

12. Urban railways play an important role in Metropolitan Areas
Share of railways in urban passenger transport
Railways account for nearly 50% of transport in the 3 major
metropolitan areas.
自家用車
Private car Railway
鉄道
40.6%
40.6% 49.8%
49.8%
Bus
バス
6.7%
6.7%
ハイヤー 20 billion passengers/year
Taxi
53 million passengers/day
タクシー
2.9%
2.9%
12

13. Urban railways play an important role in the Tokyo Metropolitan area
Comparison of commuter transport of the major cities in the world
Railways account for nearly 74% of commuter transport in the Tokyo
Metropolitan area
0% 50% 100%
鉄道
Railway
Tokyo
東京 74% バス
Bus
自動車 car
Private
New York
ニューヨーク 43% 二輪車
Motorbike & Bike
徒歩
Walk
London
ロンドン 52% その他
etc
13

14. Subway network in the Tokyo Metropolitan area
14

15. Transport capacities of subways in the Tokyo Metropolitan area
Tokyo Metro Company ○ Examples of transport capacities and
congestion rates for the Tokyo Metro Company
・Length: 195.1 km
・Lines: 9 Line name Train cars Transport Congestion
・Stations: 179 × capacity rate(%)
・Passengers: 6.2 million/day Train/hour （passengers）
Ginza 6×30 18,240 168
Hibiya 8×28 28,224 164
Tozai 10×27 38,448 199
Chiyoda 10×29 39,872 173
Bureau of Transportation Tokyo Metropolitan Government
・Length: 109.0 km ○ Transport capacities and congestion rates
・Lines: 4 Line Name Train cars Transport Congestion
・Stations: 98 × capacity rate (%)
・Passengers: 2.3 million/day （passengers）
Train/hour
Asakusa 8×23 22,080 133
Mita 6×19 15,960 164
Shinjuku 8.5×16 19,040 173
Oedo 8×19 14,820 178 15

16. Railway network in the Tokyo Metropolitan area
Tsukuba
Omiya
Takao Narita
Airport
Tokyo
Chiba
Haneda
Airport
Yokohama
Length of all lines
Kamakura in Tokyo Met. Area:
2,369 km
16

17. Transport capacities of the East Japan Railway company (JR-E)
JR-East
・Length: 7,526.8 km
・Lines: 70
・Stations: 1,703
・Passengers: 16.9 million/day
○ Examples of transport capacities and
congestion rates for the East Japan Railway company
Line name Train cars Transport Congestion
× capacity rates (%)
(passengers)
Train/hour
Tokaido 13×19 34,348 191
Yamanote 11×25 40,700 205
Chuo (Rapid) 10×30 44,000 198
Keihin-Tohoku 10×26 36,400 209
Sobu (Local) 10×26 38,480 206
17

18. Congestion rate in the Tokyo Metropolitan area
(%)
230
220
210
200
190
180 171
170
160
163
150
140
130 126
120
110 Congestion rate
：混雑率
100 ：輸送力（指数：50年度＝100）(Index: 1975=100)
Transport capacity
90 ：輸送人員（指数：50年度＝100）
Passengers (Index: 1975=100)
80
1975 80 85 88 93 98 99 2000 01 02 03 04 05 06 07
Fiscal Year
18

19. Target congestion rate
１００％ １５０％ １８０％ ２００％ ２５０％
Although uncomfortable Whenever the train
A newspaper can be physical contact is made, shakes, people lean over,
Full capacity is A newspaper can be
read, but only if it is things the size of weekly movement is impossible,
reached. opened and read
folded magazines, for example, and neither hands nor
comfortably.
can read with some effort. legs can be moved.
● Target for reducing congestion (Target year: 2015)
The 3 major Metropolitan areas — Less than 150% in all sections.
Tokyo area — Less than 150% on average, and no more than 180% in all sections.
19

20. Measures for reducing congestion
○ Transport capacity-building by:
・increasing the number of trains in operation
（improving signal equipment etc.）
・quadrupling tracks
・increasing the numbers of train cars (longer trains)
○ Car improvements:
・ wider
・ six doors on one side
・ retractable seats
20

21. The features of commuter cars （1）
Cars with six doors
Cars with retractable seats
(peak time) (off-peak time)
21

22. The features of commuter cars （２）
Wider Cars
E209 system E233 system (wider)
Capacity/car: 140 → 148 （+8）
22

23. Ｂｒｉｎｇｉｎｇ cars with assigned seats into Commuter Trains
Shounan Shinjkuku Line
横浜
23

24. Expansion of mutually connected operations ①
(Tokyo Metropolitan Area) 1970 1980
1990 久喜 2008 年（平成20 年）
2008
新松戸
津
千葉中
央
24

25. Expansion of mutually connected operations ②
Length of mutually connected operations Ratio of mutually connected operations
(Tokyo Metropolitan Area) as of September in Tokyo Metropolitan Area
1000
922
900 各年の12月末現在の相直延長を表す。
As of December each year Total: 2,400km
（ただし、2008年は9月30日現在）
（But for 2008, as of September）
800 Mutually connected operations :
920km
700
相
直
Length （
600
延 535
長
500
426 ３８％
(km)
k
400
m
６２％
）
300 249
200
100
0
1970 1980 1990 2008
Other: 1,480km
Year
年代
25

26. Expansion of mutually connected operations ③
久喜 2008
新松戸
新京成線
東葉高速鉄道
津
千葉中央
Length of mutually connected operations
(Tokyo Metropolitan Area)
1000
922
900 As of December each year
800 （But for 2008, as of September）
Length (km)
700
600
535
500
426
400
300 249
200
100
0
1970 1980 1990 2008
Year
26

27. Expansion of mutually connected operations （case 1）
Keisei & Hokuso line- Asakusa line – Keisei line
Inba Nihon Idai
“Through Service” from
Narita Airport to Central Tokyo, Keisei Ueno
Haneda Airport & Yokohama
Narita Airport
Shinbashi
Nishi Shinagawa
Magome
Haneda Airport
Yokohama
Shin Zushi
Misakiguchi Uraga
27

28. Expansion of mutually connected operations （case 2）
Limited express “Romancecar” Started in March 2008
runs on Metro lines Chiyoda line Kita Senju
New model, which can run on Metro lines, Shinjuku
was introduced to connect the Odakyu line Yurakucho line
and the Chiyoda & Yurakucho lines. Yoyogi Uehara
Shin Kiba
Karakida
Machida “Romancecar” running on a Metro line.
New model
Hon Atsugi
Commuter train runs on business days
Hon Atsugi→Kita Senjyu （1 train）
Kita Senju→Karakida （1 train）
Otemachi→Hon Atsugi （2 trains）
Odawara Sightseeing train runs on holidays
Kita Senju⇔Hon Atsugi （1 round trip）
Hakone yumoto Kita Senju⇔Hakone Yumoto （2 round trips）
ー29ー 28

29. Ⅲ．Basic policy for future development
１．Promotion of barrier-free stations
２．Elimination of “Non-opening level crossings”
３．Enhancement of the convenience with existing lines
４．Upgrade of station areas
５．Enhancement of airport access function
29

30. Promotion of barrier-free stations
Eliminating differences in floor-levels
with elevators, etc. Platform doors
Strongly promoting the barrier-free concept Promoting platform doors and platform
in stations that over 5,000 passengers use a screen doors to increase the safety of all
day. people in stations, including the visually
Principle under the barrier-free law impaired
By FY 2010, at almost stations that over 5,000 passengers use a day:
i) differences in floor-levels should be eliminated with by setting elevators or escalators in stations that
have levels with over 5 m difference in height, and
ii) fall-prevention equipment should be installed, including platform doors, platform screen
doors & Braille floor tiles
Eliminating differences in levels at about Set in 432 station ( as of Mar 2009)
2,200 stations as of March 2009 (79%), ※Braille tiles were installed at almost all
among approx. 2,800 stations that over 5,000
stations
passengers use a day
Achievement
100% Platform screen door Platform door
90%
（Nakano Sakaue Station） （Komagome Station）
80%
79%
70%
60% 67%
63%
50% 56%
49%
40% 44%
39%
30%
29% 33%
20%
10%
0% 2000 2001 2002 2003 2004 2005 2006 2007 2008
Ｈ１２末 Ｈ１３末 Ｈ１４末 Ｈ１５末 Ｈ１６末 Ｈ１７末 Ｈ１８末 Ｈ１９末 Ｈ２０末
30

31. Continuous grade separation project（JR Chuo line）
Before
After (artist’s impression)
31

32. Changes in level crossings
Before the enforcement of the Act on Promotion of Railway Crossings in 1961,
the number of level crossings was increasing in line with the extending railway.
After the enforcement, the number began to decrease.
Now: approximately 36,000 crossings in total (half the peak number)
Number of level crossing
(1,000)
Private company
1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2004
32

33. Changes in Series grade separation
Grade separation has been increasing since 1975 in line with
motorization.
Now, the over 40% of all crossings use grade separation.
Number of grade separation crossings
Ratio of grade separation crossings
Ratio of Grade separation
(1,000)
Level crossings
Grade separation crossings
1975 1980 1985 1990 1995 2000 2003
33

34. Promotion of the continuous grade separation project
Situation
・ “Non-opening level crossings” are closed
over 40 min per hour at peak times ◇Regional ratio
・About 600 in Japan (half are in Tokyo, 98%
are in 3 metropolitan areas
Others:2%
Issues
Non-opening level crossings cause chronic Other
metropolitan
traffic congestion/accidents.
areas:31%
Approx. Tokyo:47%
Solution
600
Osaka:20%
Continuous grade separation project
Elevating rail lines to eliminate
level crossings.
34

35. Distribution of non-opening level crossings in Tokyo
JR Chuo line
Mitaka - Tachikawa
Railway lines
Grade separation
Non-opening
level crossings
35

36. Continuous grade separation project（JR Chuo line, Mitaka - Tachikawa）
Section Effect of crossing at Koganei street
○Peak time (AM 8:00 – 9:00) ○one day
Tachikawa
Mitaka
Closed:14 hrs
Closed: 56 min Blocked traffic :44,436 cars
The problem is resolved
Scheme
Cost:180 billion yen
Period: 1999 to 2011
Operator Central government : Local government
15%（※） 1:1
（※）It depends on the financial capacity of the local government (ranges from 10% to 15%)
36

37. Reducing travel time
Detour
Transfer Linkage
Detouring to a distant Travel times are reduced
transfer is necessary through building link lines
37

38. Reducing travel time （example）
Building link lines to utilize existing urban railway network
Linkage from Nishiya to Hiyoshi
○Project cost: about 264 billion yen
○Period: 2006 to 2018
Shinjuku
Tokyo
Shibuya
Meguro
Shinagawa
Tokyu Toyoko line
Ｏｄａｋｙｕ Odawara Line
Denen Chofu
ＪＲ Tokaido Line
Linkage
ＪＲ Yokosuka line
Hiyoshi
ＪＲ Tokaido freight line
Shin Yokohama
Sotetsu line Nearby Yokohama Uzawa sta.
Futamatagawa
Ebina Nishiya
Yamato
Yokohama
Sotetsu Izumino line
〔Travel time〕
before⇒ after （cut time） 〔transfer time〕
Futamatagawa – Meguro 54min⇒38min (16min) 〔2⇒0〕
Yamato – Shin Yokohama 42min⇒19min （23min） 〔1⇒0〕
38

39. Strengthen collaboration with other transportation & urban development
1. Purpose
Promoting utilization, and upgrading 2.Plan
a transportation node with matching (1)Project cost:13 billion yen
buildings and bus terminal around the (2)Construction period : 2005 to 2012
station
Sannomiya To ＪＲ・Hankyu・
Transfer of
（Hanshin line） Metro traffic volume
Bus terminal
Existing Path
To ＪＲ・port liner
New path
Barrier free
Trigger to new urban
development
Expansion of platform New ticket gate
39

40. Collaboration- Case of urban railway station and public service
Hospital located above a station
The new Tokyu hospital was built Community medical facility
above the Ookayama station of Community involvement
the Tokyu Oimachi and Meguro
lines.
○Installing anti-vibration devices to
enable safe medical activities
40

41. Case of commercial facility in a subway station
Eｃｈｉｋａ（Tokyo Metro）
・Powder room ・Wine bar/bistro
41

42. Narita airport access railway
○New line construction (Inba Nihon Idai to Narita Airport: 19.1㎞) &
Hokuso line improvement（Keisei Takasago to Inba Nihon Idai: 32.3km)
○Constructor & Operator: Narita Rapid Rail Access Co., Ltd & Keisei Electric Railway Co., Ltd
○Project cost: 126 billion yen (Subsidy: 45 billion, Contribution: 26 billion, Investments: 20 billion, Loan: 35 billion）
※Subsidy scheme: the subsidy for airport access railway (Central/Local government: one third each )
○Opens in FY 2010
Inba Nihon Idai
Komuro
Narita
Keisei Takasago Airport
Chiba Newtown rail Narita Airport Rapid Rail
Nippori (operator) (operator)
Keisei Ueno Hokuso line Narita Rapid Rail Access
(operator & infrastructure) (operator)
Tokyo
Keisei Electric Railway (infrastructure)
Shinagawa
Reduced travel time (Nippori to Narita Airport)
Kiekyu Kamata Before: about 51 min ⇒After: about 36 min
Haneda Airport
42

43. Distance / Travel time between city center and airport in other countries
90
国内アクセス鉄軌道
Airport access railway in Japan Seoul（Incheon）
80 海外アクセス鉄軌道
Airport access railway in other countries
70
Longer time
大阪(関空･南海) Tokyo（Narita)
東京(成田･JR)
60
所要時間 (min)
日暮里(成田･京成)
Nippori (Narita)
Travel time (分)
50 新大阪(関空･JR)
Longer time Shin Osaka（Kanku）
Milano
40 ﾐﾗﾉ(ﾏﾙﾍﾟﾝｻ)
ｿｳﾙ(金浦)
Seoul（Gimpo） Nanba（Kanku）
ﾛｰﾏ(ﾚｵﾅﾙﾄﾞ･ﾀﾞ･ﾋﾞﾝﾁ)
Rome ﾛﾝﾄﾞﾝ(ｶﾞﾄｳｨｯｸ)
名古屋(中部国際)
Nagoya London (Gatwick)
30
ﾊﾟﾘ(ｼｬﾙﾙ･ﾄﾞ･ｺﾞｰﾙ)
Paris ｸｱﾗﾙﾝﾌﾟｰﾙ
Kuala Lumpur
Hamamatsucho (ｸｱﾗﾙﾝﾌﾟｰﾙ)
Shinagawa 浜松町(羽田･ﾓﾉ) Shanghai
香港(ﾁｪｸ･ﾗｯﾌﾟ･ｺｯｸ)
（Haneda) London
Oslo
20 （Haneda) ｵｽﾛ(ｶﾞﾙﾃﾞﾓｴﾝ)
ｼﾄﾞﾆｰ 品川(羽田･京急)仙台（仙台）Sendai
Sydney ﾛﾝﾄﾞﾝ(ﾋｰｽﾛｰ)
London (Heathrow)
(ｼﾄﾞﾆｰ) Copenhagen
ｺﾍﾟﾝﾊｰｹﾞﾝ(ｶｽﾄﾛｯﾌﾟ)
10
ｼﾝｶﾞﾎﾟｰﾙ(ﾁｬﾝｷﾞ)
ﾁｭｰﾘｯﾋ(ｸﾛｰﾃﾝ)
Zurich
Singapore 上海(浦東)
Shanghai
ﾌﾗﾝｸﾌﾙﾄ
Frankfurt
(ﾌﾗﾝｸﾌﾙﾄ)
0
0 10 20 30 40 50 60
Direct distance (km)
直線距離(㎞)
43

44. Improvement of access between central Tokyo and Narita / Haneda Airports
Scheduled to be opened in 2010
Kuko
dai ni biru
空港第２ビル
Keisei
Linkage
短絡線整備 Takasago
京成高砂 Narita Rapid Rail Access
成田新高速鉄道
Nippori
日暮里 成田空港
Narita Airport
京成上野
Keisei Ueno 押上
Oshiage
Keisei line
京成本線
Tokyo
東京 短絡線の整備イメージ
After the improvement (Not to scale)
Oshiage
押上
泉岳寺
Sengakuji Tokyo
東京
Narita Express
ＪＲ成田エクスプレス
Shinagawa
品川
Kiekyu
Kamata
京急蒲田
Sengakuji
泉岳寺
品川
Shinagawa
Targeted travel time (under consideration)
Narita – Haneda around 50 min
羽田空港 Airport
Haneda Tokyo – Narita around 30 min
Tokyo – Haneda around 20 min
Through-service between Narita and Haneda (current)
Keihin Electric Express line⇔Asakusa line⇔Keisei line
※Limited express between Inchon and Gimpo : 28min
Distance Travel time (earliest) Trains/day
Haneda → Narita 90.6km 1h47m （scheduled speed:51km/h） 5 ※Narita/Haneda limousine:75min (44-51 busses / day)
Narita → Haneda 2h2m （scheduled speed:45km/h） 2
44

45. Current Shinkansen network
○ The priority of each project is decided based on an
“Agreement Between the Government and the Ruling party” (Dec. 2004)
Construction section based on the Agreement
<Scheduled completion year>
○ Hokkaido Shinkansen FY 2015
Shin Aomori－Shin Hakodate
○ Tohoku Shinkansen FY 2010 Hokkaido line
Hachinohe-Shin Aomori
○ Hokuriku Shinkansen ○Shin Hakodate-Sapporo (211km)
FY 2014
Nagano-Kanazawa FY 2008 Sapporo
Around Fukui station
○Shin Aomori-Shin Hakodate
○ Kyushu Shinkansen (Kagoshima 2010 FY
route) (149km) Shin Hakodate
Hakata－Shin yatsushiro About ten years after the license
○ Kyushu Shinkansen (Nagasaki route) was issued in March 2008 Tohoku line
Takeo－Isahaya (82km) ○Hachinohe- Shin Aomori
Shin Aomori
Hachinohe
○Around Fukui Station Hokuriku line In operation since Dec 2002
○Nanetsu-Tsuruga ○Kanazawa-Nanetsu ○Toyama-Kanazawa○Nagano-Toyama
(31km) (86km) (68km) (170km)
Morioka
Kyushu line
（Nagasaki route） Nigata
Toyama
○Takeo-Isahaya Kanazawa
Free Gauge Train (45km)
（superexpress ） In operation since Oct 1997
Fukui Nagano
Hakata Nanetsu
○Isahaya-Nagasaki Takasaki
Takeo Tsuruga Omiya
（ superexpress ）
(21km)Isahaya Shin tosu Tokyo
Nagasaki Osaka Legend
Shin Yatsushiro
In operation
Kyushu line Under construction
(Kagoshima route） In operation since Mar 2004 Construction started
Planning (applied for construction plan)
○Hakata-Shin Yatsushiro Planning (not applied for construction plan)
(130km) Current network
Kagoshima Chuo
45

46. Digital ATC (D-ATC)
Ｄ－ＡＴＣ
New efficient train control system that transmits a distance signal to trains via the track circuit rather
than a speed control signal
Lines installed D-ATC: JR Yamanote line, JR Keihin Tohoku line (Minami Urawa –Tsurumi), Shinjuku line
(Tokyo Metro)
（km/h） Traditional ATC D-ATC Speed pattern
90 （onboard device）
Control under Keeping under Actual speed
60km/h 30km/h
60 Actual Automatically braking
Speed control speed when actual speed -Smoothly braking
signal exceeds speed pattern -Secure stop
30 Stop decelerating at under before stop point
60km/h Calculation of
Speed control Stop
signal (analog signal)
speed pattern
Decelerating Decelerating Stop Decelerating
0
90 signal 60 signal 60 signal 30 signal 0 signal Digital signal Stop point
(Stop point)
Transmit control signal from ground device to onboard device Transmit “stop point” from ground device to onboard device
Merits
・Efficient brake control can shorten headway and travel time.
・Smooth braking can make the ride comfortable.
・Onboard device permits efficient control of trains, whose brake performance is varied— no need to change ground device.
・Latest general-purpose technology can realize a compact and low-cost ground device.
46

47. Digital ATC (D-ATC)
Ｄ－ＡＴＣ
New efficient train control system that transmits a distance signal to trains via the track circuit rather
than a speed control signal
Lines installed D-ATC: JR Yamanote line, JR Keihin Tohoku line (Minami Urawa –Tsurumi), Shinjuku line
(Tokyo Metro)
（km/h） Traditional ATC D-ATC Speed pattern
90 （onboard device）
Control under Keeping under Actual speed
60km/h 30km/h
60 Actual Automatically braking
Speed control speed when actual speed -Smoothly braking
signal exceeds speed pattern -Secure stop
30 Stop decelerating at under before stop point
60km/h Calculation of
Speed control Stop
signal (analog signal)
speed pattern
Decelerating Decelerating Stop Decelerating
0
90 signal 60 signal 60 signal 30 signal 0 signal Digital signal Stop point
(Stop point)
Transmit control signal from ground device to onboard device Transmit “stop point” from ground device to onboard device
Merits
・Efficient brake control can shorten headway and travel time.
・Smooth braking can make the ride comfortable.
・Onboard device permits efficient control of trains, whose brake performance is varied— no need to change ground device.
・Latest general-purpose technology can realize a compact and low-cost ground device.
47

48. Symposium on International Experiences in the Development of Regional Commuter Rail Systems
Session 3B
Mr. Inoue, Kenji
48