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Lineup of JR East Shinkansen trains, October 2009

Lineup of JR West Shinkansen trains, October 2008

The Shinkansen (新幹線^?, new trunk line), also known as the "Bullet Train", is a network of high-speed railway lines in Japan operated by four Japan Railways Group companies. Starting with the Tōkaidō Shinkansen in 1964,^[1] the network has expanded to currently consist of 2,387.7 km (1,483.6 mi) of lines with maximum speeds of 240–300 km/h (149–186 mph), 283.5 km (176.2 mi) of Mini-shinkansen lines with a maximum speed of 130 km/h (81 mph), and 10.3 km (6.4 mi) of spur lines with Shinkansen services.^[2] The network presently links most major cities on the islands of Honshu and Kyushu, with construction of a link to the northern island of Hokkaido underway and plans to increase speeds on the Tōhoku Shinkansen up to 320 km/h (199 mph).^[3] Test runs have reached 443 km/h (275 mph) for conventional rail in 1996, and up to a world record 581 km/h (361 mph) for maglev trainsets in 2003.

Shinkansen literally means new trunk line, referring to the tracks, but the name is widely used inside and outside Japan to refer to the trains as well as the system as a whole. The name Superexpress (超特急, chō-tokkyū^?), initially used for Hikari trains, was retired in 1972 but is still used in English-language announcements and signage.

The Tōkaidō Shinkansen is the world's busiest high-speed rail line. Carrying 151 million passengers a year (March 2008),^[4] it has transported more passengers (over 4 billion, network over 6 billion)^[5] than any other high speed line in the world.^[6] Between Tokyo and Osaka, the two largest metropolises in Japan, up to thirteen trains per hour with sixteen cars each (1,323 seats capacity) run in each direction with a minimum headway of three minutes between trains. Though largely a long-distance transport system, the Shinkansen also serves commuters who travel to work in metropolitan areas from outlying cities.

History[link]

Shinkansen track is standard gauge, extremely level, with welded rails to reduce vibration.

Japan was the first country to build dedicated railway lines for high speed travel. Because of the mountainous terrain, the existing network consisted of 3 ft 6 in (1,067 mm) narrow gauge lines, which generally took indirect routes and could not be adapted to higher speeds. Consequently, Japan had a greater need for new high speed lines than countries where the existing standard gauge or broad gauge rail system had more upgrade potential.

Among the key people credited with the construction of the first Shinkansen are – Hideo Shima, the Chief Engineer, and Shinji Sogo, the first President of Japan National Railways (JNR) who managed to persuade politicians to back the plan. Other significant people responsible for its technical development were – Tadanao Miki, Tadashi Matsudaira, and Hajime Kawanabe based at the Railway Technology Research Institute (RTRI), part of JNR. They were responsible for much of the technical development of the first line - the Tokaido Shinkansen. All three had worked on aircraft design during World War II.^[7]

Early proposals[link]

The popular English name bullet train is a literal translation of the Japanese term dangan ressha (弾丸列車), a nickname given to the project while it was initially being discussed in the 1930s. The name stuck because of the original 0 Series Shinkansen's resemblance to a bullet and its high speed.

The Shinkansen name was first formally used in 1940 for a proposed standard gauge passenger and freight line between Tokyo and Shimonoseki that would have used steam and electric locomotives with a top speed of 200 km/h (120 mph). Over the next three years, the Ministry of Railways drew up more ambitious plans to extend the line to Beijing (through a tunnel to Korea) and even Singapore, and build connections to the Trans-Siberian Railway and other trunk lines in Asia. These plans were abandoned in 1943 as Japan's position in World War II worsened. However, some construction did commence on the line; several tunnels on the present-day Shinkansen date to the war-era project.

Construction[link]

Mount Fuji with Shinkansen and Sakura trees in the foreground

Following the end of World War II, high-speed rail was forgotten for several years while traffic of passengers and freight steadily increased on the conventional Tōkaidō Main Line along with the reconstruction of Japanese industry and economy. By the mid-1950s the Tōkaidō Line was operating at full capacity, and the Ministry of Railways decided to revisit the Shinkansen project. In 1957, Odakyu Electric Railway introduced its 3000 series SE "Romancecar" train, setting a world speed record of 145 km/h (90 mph) for a narrow gauge train. This train gave designers the confidence that they could safely build an even faster standard gauge train. Thus the first Shinkansen, the 0 series, was built on the success of the Romancecar.

In 1950s, it was widely believed^{[by whom?]} that railways would soon be outdated and replaced by air travel and highways as in America and many countries in Europe. However, Shinji Sogo, President of Japan National Railways, insisted strongly on the possibility of high-speed rail, and the Shinkansen project was implemented.

Government approval came in December 1958, and construction of the first segment of the Tōkaidō Shinkansen between Tokyo and Osaka started in April 1959. The cost of constructing the Shinkansen was at first estimated at nearly 200 billion yen, which was raised in the form of a government loan, railway bonds and a low-interest loan of US$80 million from the World Bank. Initial cost estimates, however, had been deliberately understated and the actual figures were nearly double at about 400 billion yen. As the budget shortfall became clear in 1963, Sogo resigned to take responsibility.^[8]

A test facility for rolling stock, now part of the line, opened in Odawara in 1962.

Initial success[link]

The Tōkaidō Shinkansen began service on 1 October 1964, in time for the Tokyo Olympics.^[9] The conventional Limited Express service took six hours and 40 minutes from Tokyo to Osaka, but the Shinkansen made the trip in just four hours, shortened to three hours and ten minutes by 1965. It enabled day trips between Tokyo and Osaka, the two largest metropolises in Japan, changed the style of business and life of Japanese people significantly, and increased new traffic demand. The service was an immediate success, reaching the 100 million passenger mark in less than three years on 13 July 1967, and one billion passengers in 1976. Sixteen-car trains were introduced for Expo '70 in Osaka. With an average of 23,000 passengers per hour per direction in 1992, the Tōkaidō Shinkansen is the world's busiest high-speed rail line.^[10]

The first Shinkansen trains, the 0 series, ran at speeds of up to 210 km/h (130 mph), later increased to 220 km/h (137 mph). The last of these trains, with their classic bullet-nosed appearance, were retired on 30 November 2008. A driving car from one of the 0 series trains is now in the British National Railway Museum in York, England.

Network expansion[link]

Shinagawa Station in Tokyo

The Tōkaidō Line's rapid success prompted an extension westward to Hiroshima and Fukuoka (the Sanyō Shinkansen), which was completed in 1975.

Prime Minister Kakuei Tanaka was an ardent supporter of the Shinkansen, and his government proposed an extensive network paralleling most existing trunk lines. Two new lines, the Tōhoku Shinkansen and Jōetsu Shinkansen, were built following this plan. Many other planned lines were delayed or scrapped entirely as Japan National Railways slid into debt throughout the late '70s, largely because of the high cost of building the Shinkansen network. By the early 1980s, the company was practically insolvent, leading to its privatization in 1987.

Development of the Shinkansen continued despite this setback, however. Several new train models followed the first, each generally with its own distinctive appearance. Shinkansen trains now run regularly at speeds up to 300 km/h (186 mph), placing them alongside the French TGV, Italian TAV, Spanish AVE, and German ICE among the fastest trains in the world.

Since 1970, development has also been underway for the Chūō Shinkansen, a planned maglev line from Tokyo to Osaka. On 2 December 2003, the 3-car maglev trainset JR-Maglev MLX01 reached a world speed record of 581 km/h (361 mph).

Japan celebrated 40 years of high-speed rail in 2004, with the Tōkaidō Shinkansen line alone having carried 4.16 billion passengers. According to Japanrail.com, the website for companies that operate Shinkansen, the network has carried over 6 billion passengers.

Technology[link]

To enable high-speed operation, Shinkansen uses advanced technologies compared with conventional rail, and it achieved not only high speed but also a high standard of safety and comfort. Its success has influenced other railways in the world and the importance and advantage of high-speed rail has consequently been revalued.

Routing[link]

Shinkansen routes are completely separate from conventional rail lines (except Mini-shinkansen which goes through to conventional lines). Consequently, Shinkansen is not affected by slower local or freight trains and has the capacity to operate many high-speed trains punctually. The lines have been built without road crossings at grade.Tracks are strictly off-limits with penalties against trespassing strictly regulated by law. It uses tunnels and viaducts to go through and over obstacles rather than around them, with a minimum curve radius of 4,000 meters (2,500 meters on the oldest Tōkaidō Shinkansen).^[11]

Track[link]

The Shinkansen uses 1,435 mm standard gauge in contrast to the 1,067 mm narrow gauge of older lines. Continuous welded rail and Swingnose crossing are employed, eliminating gaps at turnouts and crossings. Long rails are used, joined by expansion joints to minimize gauge fluctuation due to thermal elongation and shrinkage.

A combination of ballasted and slab track are used, with slab track exclusively employed on concrete bed sections such as viaducts and tunnels. Slab track is significantly more cost-effective in tunnel sections, since the lower track height reduces the cross-sectional area of the tunnel, thereby reducing construction costs by up to 30%.^[12]

Signal system[link]

The Shinkansen employs an ATC (Automatic Train Control) system, eliminating the need for trackside signals. It uses a comprehensive system of Automatic Train Protection.^[8] Centralized traffic control manages all train operations, and all tasks relating to train movement, track, station and schedule are networked and computerized.

Electricity[link]

Shinkansen uses a 25,000 V AC overhead power supply (20,000 V AC on Mini-shinkansen lines), to overcome the limitations of the 1,500 V Direct current used on the existing electrified narrow-gauge system. Power is distributed along the axles of the train to reduce the heavy axle loads under single power cars.^[8]

Trains[link]

Shinkansen trains are electric multiple unit style, offering high acceleration and deceleration, and reduced damage to the track because of lighter vehicles. The coaches are air-sealed to ensure stable air pressure when entering tunnels at high speed.

Punctuality[link]

The Shinkansen is very reliable thanks to several factors, including its near-total separation from slower traffic. In 2003, JR Central reported that the Shinkansen's average arrival time was within six seconds of the scheduled time. This includes all natural and human accidents and errors and was calculated over roughly 160,000 Shinkansen trips completed.^[13] The previous record, from 1997, was 18 seconds.

Traction[link]

The Shinkansen has used the electric multiple unit configuration from the outset, with the 0 Series Shinkansen having 100% motored axles. Other railway manufacturers have traditionally been reluctant to use distributed traction configurations: - Talgo has persisted with the locomotive configuration with the AVE Class 102 and plans to continue with it for the Talgo AVRIL on account of the fact that it is not possible to motor bogies used as part of the Talgo Pendular system. On the other hand, significant engineering desirability exists for the electric multiple unit configuration in Japan. A greater proportion of motored axles results in higher acceleration, meaning that the Shinkansen does not lose so much time if stopping frequently: - Shinkansen lines have more stops in proportion to their lengths than high-speed lines elsewhere in the world.

Safety record[link]

During the Shinkansen's 45-year, nearly 7 billion-passenger history, there have been no passenger fatalities due to derailments or collisions,^[14] despite frequent earthquakes and typhoons. Injuries and a single fatality have been caused by doors closing on passengers or their belongings; attendants are employed at platforms to prevent such accidents. There have, however, been suicides by passengers jumping both from and in front of moving trains.^[15]

The only derailment of a Shinkansen train in passenger service occurred during the Chūetsu Earthquake on 23 October 2004. Eight of ten cars of the Toki No. 325 train on the Jōetsu Shinkansen derailed near Nagaoka Station in Nagaoka, Niigata. There were no casualties among the 154 passengers.^[16] In the event of an earthquake, an earthquake detection system can bring the train to a stop very quickly. A new anti-derailment device was installed after detailed analysis of the derailment.

Economics[link]

The Shinkansen has had a significant effect on Japan's business, economy, society, environment and culture.^[10] The time savings alone from switching from a conventional to a high-speed network have been estimated at 400 million hours, an economic impact of ¥500 billion per year.^[10] Shinkansen connectivity has rejuvenated rural towns such as Kakegawa that would otherwise be too distant from major cities.^[10]

However, the vast construction costs of the Shinkansen network, particularly the later, less profitable lines often driven more by political interference than actual demand, imposed vast debt servicing costs on JNR that, by 1971, made JNR unprofitable even before depreciation.^[17] JNR's Shinkansen-fueled debt eventually ballooned to ¥28 trillion and was an instrumental factor in the company's eventual privatization and breakup.^[17] The privatized JRs eventually paid a total of only ¥9.2 trillion to acquire JNR's Shinkansen network.^[10]

Environmental impact[link]

Travelling Tokyo-Osaka by Shinkansen produces only around 16% of the carbon dioxide of the equivalent journey by car, a savings of 15,000 tons of CO₂ per year.^[10]

Challenges encountered[link]

Noise pollution[link]

Noise pollution concerns mean that increasing speed is becoming more difficult. In Japan, the population density is high and there have been severe protests against noise pollution of Shinkansen, and now the Shinkansen noise is regulated less than 70 dB in residential area.^[18] Hence, improvement and reduction of pantograph, weight saving of cars, and construction of noise barriers and other measures have been implemented. Current research is primarily aimed at reducing operational noise, particularly the tunnel boom phenomenon caused when trains enter tunnels at high speed.

Earthquake[link]

Because of the risk of earthquakes, Urgent Earthquake Detection and Alarm System (UrEDAS) (earthquake warning system) was introduced in 1992. It enables automatic braking of bullet trains in the case of large earthquakes.

Heavy snow[link]

The Tōkaidō Shinkansen often experiences heavy snow in the area around Maibara Station in winter. Trains have to reduce speed, which can disrupt the timetable. Sprinkler systems were later installed, but delays of 10 to 20 minutes still occur during snowy weather. Along the route of the Jōetsu Shinkansen, winter snow can be very heavy, with snow depths of two to three metres, so the line is equipped with stronger sprinklers and slab track, to mitigate the effects of deep snow.

Ridership[link]

Annual Ridership figures (in millions of passengers)

	Tokaido Line	Tohoku Line	Sanyo Line	Joetsu Line	Nagano Line	Kyushu Line	Entire Network
2007	151.32 [19]	84.83 [19]	64.43 [19]	38.29 [19]	10.13 [19]	4.18 [19]	353.18

Latest cumulative figures for Tokaido Line are 4.9 billion passengers (as of November 2010)^[20]

Future[link]

Construction of Hokuriku Shinkansen in Fukui

Speed increases[link]

E5 series trains, capable of up to 320 km/h (200 mph) (initially limited to 300 km/h), were introduced on the Tōhoku Shinkansen from 5 March 2011. Extensive trials using the Fastech 360 test trains has shown that operation at 360 km/h (224 mph) is not currently feasible because of problems of noise pollution, overhead wire wear, and braking distances. Operation at speeds of up to 320 km/h between Utsunomiya and Morioka on this route is expected to allow journey times of around 3 hours for trains from Tokyo to Shin-Aomori (a distance of 674 km (419 mi)).

Line extension[link]

Two extensions are currently under construction: Nagano to Kanazawa will open by 2014, and Shin-Aomori to Hakodate (through the Seikan Tunnel) by 2015. There are also long-term plans to extend the network, including a new Hokkaido Shinkansen from Hakodate to Sapporo, a branch of the Kyushu Shinkansen to Nagasaki, and a link from Kanazawa back to Osaka, although none of these are likely to be completed by 2020.

The Narita Shinkansen project to connect Tokyo to Narita International Airport, initiated in the 1970s but halted in 1983 after landowner protests, has been officially cancelled and removed from the Basic Plan governing Shinkansen construction. Parts of its planned right-of-way were utilized by the Narita Sky Access Line which opened in 2010. Although the Sky Access Line uses standard-gauge track, it was not built to Shinkansen specifications and there are no plans to convert it into a full Shinkansen line.

Maglev[link]

The CEO of JR Central announced plans to have the maglev Chūō Shinkansen operating from Tokyo to Nagoya (366 km/227 mi) by 2025.^[21] Following the shortest route (through the Japanese Alps), JR Central estimates that it will take 40 minutes to run from Tokyo to Nagoya. However, Nagano Prefecture prefers a routing that swings north to serve the city of Chino and either Ina or Kiso-Fukushima. However, this will increase both the travel time (from Tokyo to Nagoya) and the cost of construction.^[22]

Maglev trains have been doing test runs on the Yamanashi test track since 1997, running at speeds of over 500 km/h (310 mph). Because of this extensive testing, maglev technology is almost ready for public usage.^[21]

Gauge Change Train[link]

Experiments are taking place with a Gauge Change Train to enable direct operation between standard-gauge Shinkansen and narrow-gauge conventional lines; this could be useful for the Kyushu Shinkansen branch to Nagasaki and other conventional lines. Future implementation awaits practical operational tests.

List of Shinkansen lines[link]

The main Shinkansen lines are:

Map of Shinkansen lines except Hakata-Minami Line and Gala-Yuzawa Line

In practice, the Tokaido, Sanyo and Kyushu lines form a contiguous southbound line, as train services run between the Tokaido and Sanyo lines and between the Sanyo and Kyushu lines. The Tokaido Shinkansen is also physically connected to the Tohoku Shinkansen at Tokyo Station but there is no through service.

Two further lines, known as Mini-shinkansen, have also been constructed by upgrading existing sections of line:

• Yamagata Shinkansen (Fukushima – Shinjō)
• Akita Shinkansen (Morioka – Akita)

There are two standard-gauge lines not technically classified as Shinkansen lines but with Shinkansen services:

• Hakata Minami Line (Hakata – Hakata-Minami)
• Gala-Yuzawa Line – technically a branch of the Jōetsu Line – (Echigo-Yuzawa – Gala-Yuzawa)

Future lines[link]

Many Shinkansen lines were proposed during the boom of the early 1970s but have yet to be constructed. These are called Seibi Shinkansen (整備新幹線^?) or planned Shinkansen. One of these lines, the Narita Shinkansen to Narita Airport, was officially cancelled, but a few remain under development.

• Hokuriku Shinkansen extension to Kanazawa is under construction and will open by 2014. Between Hakusan Depot near Kanazawa and Tsuruga, only Fukui Station is under construction. The complete extension of the line to Osaka is planned, but the route between Tsuruga and Shin-Ōsaka is not yet determined.
• Kyushu Shinkansen branch from Shin-Tosu to Nagasaki, known as the Nagasaki Route (長崎ルート^?) or Nishi-Kyushu Route (西九州ルート^?), started construction in 2008. The branch will, at least initially, be built as a narrow-gauge Super Tokkyū track that can be upgraded to full Shinkansen operation later.
• Hokkaido Shinkansen from Shin-Aomori to Shin-Hakodate is under construction and will open by 2015. A further extension of the line from Shin-Hakodate to Sapporo is under development.
• Chuo Shinkansen (Tokyo–Nagoya–Osaka) is a planned maglev line. The Central Japan Railway Company has announced a 2025 target date, but aside from a short test section, construction has not started.

The following lines were also proposed in the 1973 plan, but have subsequently been shelved indefinitely.

• Hokkaido Shinkansen northward extension: Sapporo–Asahikawa
• Hokkaido South Loop Shinkansen (北海道南回り新幹線, Hokkaidō Minami-mawari Shinkansen^?): Oshamanbe–Muroran–Sapporo
• Uetsu Shinkansen (羽越新幹線^?): Toyama–Niigata–Aomori
• Ōu Shinkansen (奥羽新幹線^?): Fukushima–Yamagata–Akita
  • Fukushima–Shinjō and Ōmagari–Akita exist as the Yamagata Shinkansen and Akita Shinkansen, respectively, but as "Mini-Shinkansen" upgrades of existing track, they do not meet the requirements of the Basic Plan.
• Hokuriku-Chūkyō Shinkansen (北陸・中京新幹線^?): Nagoya–Tsuruga
• Sanin Shinkansen (山陰新幹線^?): Osaka–Tottori–Matsue–Shimonoseki
• Trans-Chūgoku Shinkansen (中国横断新幹線, Chūgoku Ōdan Shinkansen^?): Okayama–Matsue
• Shikoku Shinkansen (四国新幹線^?): Osaka–Tokushima–Takamatsu–Matsuyama–Ōita
• Trans-Shikoku Shinkansen (四国横断新幹線, Shikoku Ōdan Shinkansen^?): Okayama–Kōchi–Matsuyama
• East Kyushu Shinkansen (東九州新幹線, Higashi-Kyushu Shinkansen^?): Fukuoka–Ōita–Miyazaki–Kagoshima
• Trans-Kyushu Shinkansen (九州横断新幹線, Kyushu Ōdan Shinkansen^?): Ōita–Kumamoto

In addition, the Basic Plan specified that the Jōetsu Shinkansen should start from Shinjuku, not Tokyo Station, which would require building an additional 30 km of track between Shinjuku and Ōmiya. While no construction work was ever started, land along the proposed track, including an underground section leading to Shinjuku Station, remains reserved. If capacity on the current Tokyo–Ōmiya section proves insufficient once the Hokkaidō and Hokuriku Shinkansen are operational, construction of the Shinjuku–Ōmiya link may be restarted.

In December 2009, transport minister Seiji Maehara proposed a bullet train link to Haneda Airport, using an existing spur that connects the Tōkaidō Shinkansen to a train depot. JR Central called the plan "unrealistic" due to tight train schedules on the existing line, but reports said that Maehara wished to continue discussions on the idea.^[24]

List of Shinkansen train models[link]

Trains can be up to sixteen cars long. With each car measuring 25 m (82 ft) in length, the longest trains are 400 m (1/4 mile) end to end. Stations are similarly long to accommodate these trains. Some of Japan's high-speed maglev trains are considered Shinkansen,^[25] while other slower maglev trains (such as the Linimo maglev train line serving local community near the city of Nagoya in Aichi, Japan) are intended as alternatives to conventional urban rapid transit systems.

Lineup of JR Central and JR West Shinkansen trains in 2004

0 Series, the oldest model (left) and N700 Series, the newest model (right), October 2008

Passenger trains[link]

Tōkaidō and Sanyō Shinkansen[link]

• 0 series: The first Shinkansen trains, entering service in 1964, and withdrawn in 2008. Maximum operating speed was 220 km/h (137 mph). More than 3,200 cars were built.
• 100 series: Entered service in 1985, and featured bilevel cars with restaurant car and compartments. Maximum operating speed is 230 km/h (143 mph). Later used only on Sanyō Shinkansen Kodama services. Withdrawn in March 2012.
• 300 series: Entered service in 1992, initially on Nozomi services with maximum operating speed of 270 km/h (168 mph). Withdrawn in March 2012.
• 500 series: Introduced on Nozomi services in 1997, with an operating speed of 300 km/h (186 mph). Since 2008, some sets have been shortened from 16 to 8 cars for use on Sanyō Shinkansen Kodama services
• 700 series: Introduced in 1999, with maximum operating speed of 285 km/h (177 mph). Now widely used on Nozomi, Hikari, and Kodama services
• N700 series: The most recently introduced type on the Tōkaidō and Sanyō Shinkansen, in service since 2007, with a maximum operating speed of 300 km/h (186 mph).

Kyushu Shinkansen[link]

• 800 series: In service since 2004 on Tsubame services, with a maximum speed 260 km/h (162 mph).
• N700-7000/8000 series In service since March 2011 on Mizuho and Sakura services with a maximum speed of 300 km/h (186 mph).

Tōhoku, Jōetsu, and Nagano Shinkansen[link]

• 200 series: The first type introduced on the Tōhoku, and Jōetsu Shinkansen in 1982. Maximum speed is 240 km/h (149 mph). Some are still in operation as 10-car sets
• E1 series: Bilevel 12-car trains in service since 1994 with maximum speed of 240 km/h (149 mph).
• E2 series: In service since 1997 with maximum speed of 275 km/h (171 mph).
• E4 series: Bilevel 8-car trains in service since 1997 with maximum speed of 240 km/h (149 mph).
• E5 series: In service since March 2011 with a maximum speed of 300 km/h (186 mph).
• E7 series: In development, based on the E2 series, and planned for the Hokuriku Shinkansen extension to Kanazawa in fiscal 2014.

Yamagata and Akita Shinkansen[link]

• 400 series: The first Mini-shinkansen type, introduced in 1992 on Yamagata Shinkansen Tsubasa services. Withdrawn in April 2010.
• E3 series: Introduced in 1997 on Akita Shinkansen Komachi and Yamagata Shinkansen Tsubasa services.
• E6 series (On order): Scheduled to be introduced in 2013 Akita Shinkansen Komachi services, with maximum speed 320 km/h (199 mph).

Taiwan High Speed Rail[link]

• 700T series (Taiwan High Speed Rail, a.k.a. Taiwan Shinkansen): The first Shinkansen type exported outside Japan. 12-car trains based on 700 series entered service in 2007, with maximum speed of 300 km/h (186 mph).

Experimental trains[link]

• Class 1000 - 1961
• Class 951 - 1969
• Class 961 - 1973
• Class 962 - 1979
• 500-900 series "WIN350" - 1992
• Class 952/953 "STAR21" - 1992
• Class 955 "300X" - 1994
• Class E954 "Fastech 360S" - 2004
• Class E955 "Fastech 360Z" - 2005

Maglev trains[link]

MLX01-901 at Yamanashi test track, November 2005

• LSM200 – 1972
• ML100 – 1972
• ML100A – 1975
• ML-500 – 1977
• ML-500R – 1979
• MLU001 – 1981
• MLU002 – 1987
• MLU002N – 1993
• MLX01 – 1996
• MLX01-901 – 2002

Maintenance vehicles[link]

• 911 Type diesel locomotive
• 912 Type diesel locomotive
• DD18 Type diesel locomotive
• DD19 Type diesel locomotive
• 941 Type (rescue train)
• 921 Type (track inspection car)
• 922 Type (Doctor Yellow sets T1, T2, T3)
• 923 Type (Doctor Yellow sets T4, T5)
• 925 Type (Doctor Yellow sets S1, S2)
• E926 Type (East i)

List of types of Shinkansen services[link]

Tokyo Station Tokaido Shinkansen platforms, July 2005

The Shinkansen fare system is integrated with Japan's low-speed intercity railway lines, but a surcharge is required to ride the Shinkansen. Here, an ordinary ticket from Tokyo to Takamatsu is coupled with a Shinkansen surcharge ticket from Tokyo to Okayama, allowing use of the Shinkansen from Tokyo to Okayama and use of local lines from Okayama to Takamatsu. For trips exclusively on one Shinkansen, the ordinary fare and Shinkansen surcharge may be combined on one ticket.

Originally intended to carry passenger and freight trains by day and night, the Shinkansen lines carry only passenger trains. The system shuts down between midnight and 06:00 every day for maintenance. The few overnight trains that still run in Japan run on the older narrow gauge network that the Shinkansen parallels.

Tōkaidō Sanyō and Kyushu Shinkansen[link]

• Nozomi (のぞみ) (fast, Tokaido and Sanyo)
• Hikari (ひかり) (semi-fast,Tokaido and Sanyo)
• Hikari Rail Star (ひかりレールスター) (semi fast,Sanyo)
• Kodama (こだま) (local,Tokaido and Sanyo)
• Sakura (さくら) (semi-fast, Sanyo and Kyushu)
• Mizuho (みずほ) (fast, Sanyo and Kyushu)
• Tsubame (つばめ) (local, Kyushu)

Tōhoku, Yamagata and Akita Shinkansen[link]

• Hayabusa (はやぶさ) (fast, Tohoku, using only series E5)
• Hayate (はやて) (fast excluding part, Tohoku)
• Yamabiko / Max Yamabiko (やまびこ)
• Nasuno / Max Nasuno (なすの)
• Aoba (あおば) (discontinued)
• Komachi (こまち) (Akita)
• Tsubasa (つばさ) (Yamagata)

Jōetsu Shinkansen[link]

• Toki / Max Toki (とき)
• Tanigawa / Max Tanigawa (たにがわ)
• Asahi / Max Asahi (あさひ) (discontinued)

Hokuriku Shinkansen (Nagano Shinkansen)[link]

• Asama / Max Asama (あさま)

Speed records[link]

Source:^[26]

Competition with air[link]

Compared with air transport, the Shinkansen has several advantages, including scheduling frequency and flexibility, punctual operation, comfortable seats, and convenient city-center terminals.

The Shinkansen system and airlines often compete with each other for the business of city-to-city domestic travelers. If the Shinkansen connects two cities in less than three hours, most passengers choose the Shinkansen, but if it takes more than four hours by Shinkansen, the majority choose air. Some examples are as follows.

• Tokyo - Nagoya (342 km), Tokyo – Sendai (325 km), Tokyo – Hanamaki (Morioka) (496 km), Tokyo – Niigata (300 km): Once there was air service between these cities, but it was abolished after Shinkansen service started. Shinkansen runs between these cities in about two hours or less.
• Tokyo – Osaka (515 km): Shinkansen is dominant because of fast (2 hours and 30 minutes) and frequent service (up to every 10 minutes by Nozomi); however, air travel has a certain share (about 20 – 30 percent).
• Tokyo – Okayama (676 km), Tokyo - Hiroshima (821 km): Shinkansen and air travel are mostly even in popularity. The Shinkansen takes about three to four hours and there are Nozomi trains every 30 minutes, but airlines may provide cheaper fares, attracting many passengers.
• Tokyo – Fukuoka (1,069 km): The Shinkansen takes about five hours even with the fastest Nozomi, and most people choose air. Fukuoka (Itatsuke) Airport is near to the CBD - Tenjin, and Fukuoka City Subway Line 1 connects the Airport and Tenjin, via Hakata Station.
• Osaka – Fukuoka (554 km): One of the most competitive sections. The Shinkansen takes about two and half hours by Nozomi, and JR West operates its own Hikari Rail Star trains twice an hour, taking about 2 hours and 40 minutes between the two cities.

Shinkansen technology outside Japan[link]

Shinkansen 700T train on a test run on the Taiwan High Speed Rail in June 2006

China Railways CRH2 based on the E2 Series Shinkansen, June 2007

Class 395 in the United Kingdom, September 2009

Railways using Shinkansen technology are not limited to those in Japan.

Taiwan[link]

Taiwan High Speed Rail operates 700T Series sets built by Kawasaki Heavy Industries.

China[link]

The China Railways CRH2 EMU, built by CSR Sifang Loco & Rolling stocks corporation, with the license purchased from a consortium formed of Kawasaki Heavy Industries, Mitsubishi Electric Corporation, and Hitachi, is based on the E2-1000 Series design.

United Kingdom[link]

Class 395 EMUs were built by Hitachi based on Shinkansen technology for use on high-speed commuter services in Britain on the High Speed 1 line.

Brazil[link]

Japan is currently promoting its Shinkansen technology to the Government of Brazil for use on the planned high-speed rail set to link Rio de Janeiro, São Paulo and Campinas.^[27] On 14 November 2008, Japanese Prime Minister Taro Aso and Brazilian President Luiz Inácio Lula da Silva talked about this rail project. President Lula asked a consortium of Japanese companies to participate in the bidding process. Prime Minister Aso concurred on the bilateral cooperation to improve rail infrastructure in Brazil, including the Rio-São Paulo-Campinas high-speed rail line.^[28] The Japanese consortium includes the Ministry of Land, Infrastructure, Transport and Tourism, Mitsui & Co., Mitsubishi Heavy Industries, Kawasaki Heavy Industries and Toshiba.^[29][30]

United States and Canada[link]

• The U.S. Federal Railroad Administration is in talks with a number of countries with high-speed rail, notably Japan, France and Spain. On 16 May 2009, FRA Deputy Chief Karen Rae expressed hope that Japan would offer its technical expertise to Canada and the United States. Transportation Secretary Ray LaHood indicated interest in test riding the Japanese Shinkansen in 2009.^[31][32]

• On 1 June 2009, the Chairman of Central Japan Railway Company, Yoshiyuki Kasai, announced plans to export both the N-700 high speed train system and the JR-Maglev to international export markets, including the United States and Canada.^[33]

Vietnam[link]

Vietnam Railways is considering the use of Shinkansen technology for high-speed rail between the capital Hanoi and the southern commercial hub of Ho Chi Minh City, according to the Nihon Keizai Shimbun, citing an interview with Chief Executive Officer Nguyen Huu Bang. The Vietnamese government had already given basic approval for the Shinkansen system, although it still required financing and formal consent from the prime minister. Funding for the $56 billion-project remained riddled with uncertainties, the report said, with Hanoi seeking Japanese Official Development Assistance and funds from the World Bank and Asian Development Bank. The 1,560-kilometre (970 mi) line would replace the current colonial-era rail line. Vietnam hopes to launch the high-speed trains by 2020 and plans to start by building three sections, including a 90-kilometre stretch between the central coastal cities of Da Nang and Huế, seen as potentially most profitable. Vietnam Railways began dispatching engineers to Central Japan Railway Company for technical training.^[34][35]

India[link]

India and Japan are conducting feasibility studies on high-speed rail and dedicated freight corridors. The Indian Ministry of Railways' white-paper Vision 2020^[36] submitted to Indian Parliament by Railway Minister Mamata Banerjee on 18 December 2009^[37] envisages the implementation of regional high-speed rail projects to provide services at 250–350 km/h. Japan proposes Shinkansen technology to India for six lines: Delhi-Chandigarh-Amritsar, Pune-Mumbai-Ahmedabad, Hyderabad-Dornakal-Vijayawada-Chennai, Howrah-Haldia, Chennai-Bangalore-Coimbatore-Kochi-Trivandrum, and Delhi-Agra-Lucknow-Allahabad-Patna.

During Indian Prime Minister Manmohan Singh's visit to Tokyo in December 2006, Japan assured cooperation with India in creating a high speed link between New Delhi and Mumbai.^[38] In January 2009, the then Railway Minister Lalu Prasad rode a bullet train travelling from Tokyo to Kyoto.^[39]

See also[link]

	Trains portal
	Japan portal
	Transport portal

• Transport in Japan

References[link]

External links[link]

Wikimedia Commons has media related to: Shinkansen

• Biting the Bullet: What we can learn from the Shinkansen, discussion paper by Christopher Hood in the electronic journal of contemporary japanese studies, 23 May 2001
• East meets West, a story of how the Shinkansen brought Tokyo and Osaka closer together.
• Bullet on wheels, a travel report by Vinod Jacob 19 August 2005
• Information on the N700 Shinkansen from railway-technology.com
• NYT Obituary (20 March 1998)- Hideo Shima, a Designer of Japan's Bullet Train, Is Dead at 96

Richard Hammond
Hammond in May 2006.
Born	Richard Mark Hammond (1969-12-19) 19 December 1969 (age 42)[1] Solihull, Warwickshire, England
Residence	Weston under Penyard, Herefordshire, England
Other names	Hamster
Education	Solihull School Ripon Grammar School
Alma mater	Harrogate College of Art and Technology
Occupation	Broadcaster, journalist, author, media personality, talk and game show host, voice-over artist
Years active	1998, 2002–present
Employer	BBC, The Daily Mirror (prev. ITV & Sky)
Known for	Presenting: Brainiac: Science Abuse Crufts Should I Worry About...? The Gunpowder Plot: Exploding The Legend Richard Hammond's 5 O'Clock Show Top Gear Petrolheads Richard Hammond Meets Evel Knievel Total Wipeout Richard Hammond's Blast Lab Richard Hammond's Engineering Connections Richard Hammond's Invisible Worlds
Home town	Solihull, West Midlands, England
Height	5 feet 7 inches (1.70 m)[2]
Spouse	Amanda Etheridge (m. 2002) «start: (2002-05-04)»"Marriage: Amanda Etheridge to Richard Hammond" Location: (linkback:http://en-wiki.pop.wn.com/index.php/Richard_Hammond)
Children	2
Parents	Eileen and Alan Hammond

Richard Mark Hammond (born 19 December 1969) is an English broadcaster, writer, and journalist most noted for co-hosting the car programme Top Gear with Jeremy Clarkson and James May, as well as presenting series 1–4 of Brainiac: Science Abuse on Sky 1. Since 2009, Hammond has co-hosted Total Wipeout with Amanda Byram on BBC One which has since been cancelled.

Hammond is currently presenting Planet Earth Live alongside Julia Bradbury.

Early life[link]

Hammond was born in Solihull and is the grandson of workers in the Birmingham automobile industry.^[3][4] In the mid-1980s Hammond moved with his family (mother Eileen, father Alan, and younger brothers Andrew, writer of the 'Crypt' Series, and Nicholas) to the North Yorkshire cathedral city of Ripon where his father ran a probate business in the market square. Originally a pupil of Solihull School, a fee-paying boys' independent school, he moved to Ripon Grammar School, and from 1987 to 1989 attended Harrogate College of Art and Technology. After his graduation he worked for several radio stations, including Radio Cleveland, Radio York, Radio Cumbria, Radio Leeds, Radio Newcastle and Radio Lancashire, before auditioning for Top Gear.^[5]

Top Gear[link]

Hammond became a presenter on Top Gear in 2002, when the show began in its present format. He is sometimes referred to as "Hamster" by fans and his co-presenters on Top Gear due to his name and comparatively small stature.^[6] His nickname was further reinforced when on three separate occasions in series 7, Hammond ate cardboard,^[7] mimicking hamster-like behaviour. A running gag is Hammond's supposed use of teeth whitener.^[8] In a series 7 episode, co-presenter Jeremy Clarkson claimed to have found a pack of teeth whiteners in a Marcos TSO GT2 that Hammond had tested. Hammond objected, claiming it was a set-up. In a series 10 episode that featured the Peel P50, Clarkson was seen supposedly talking to Hammond on the phone about him considering a tooth whitening treatment costing £4000. Later, during a series 13 episode that featured the presenters in their office searching for car insurance prices, a teeth whitening kit was pictured on his desk. It was staged to appear that he was caught looking at a website on teeth whiteners on Richard Hammond's 5 O'Clock Show.

In the first episode of series 9 broadcast on 28 January 2007, having recovered from his high speed crash Hammond returned to a hero's welcome, complete with dancing girls, aeroplane style stairs and fireworks. The show also contained images of the crash, which had made international headlines, with Hammond talking through the events of the day after which the audience broke into spontaneous applause. Hammond then requested that the crash never be mentioned on the show again, though all three Top Gear presenters have since referred to it in jokes during the news segment of the programme. He told his colleagues, "The only difference between me now, and before the crash, is that I like celery now and I didn't before".^[9]

During the third episode of series sixteen, Hammond suggested that no one would ever want to own a Mexican car, since cars are supposed to reflect national characteristics and so a Mexican car would be a "lazy, feckless, flatulent, overweight oaf." Hammond finished with the remark "I'm sorry, but can you imagine waking up and remembering you're Mexican?!"^[10] Following complaints, the BBC defended the broadcast of this segment on the grounds that such national stereotyping was a "robust part" of traditional British humour.^[11]

Brainiac: Science Abuse[link]

In 2003, Hammond became the first presenter of Brainiac: Science Abuse; he was joined by Jon Tickle with Charlotte Hudson joining in series 2.^[12] After the fourth series it was announced that Hammond was no longer going to present the Sky1 show after he signed an exclusive deal with the BBC. Vic Reeves took his place as main presenter.^[13]

Other television work[link]

Early in his career, as well as his radio work, Hammond presented a number of daytime lifestyle shows and motoring programmes such as Motor Week on Men & Motors.

He presented the Crufts dog show in 2005, the 2004 and 2005 British Parking Awards, and has appeared on School's Out, a quiz show on BBC One where celebrities answer questions about things they learned at school. He has also presented The Gunpowder Plot: Exploding The Legend.^[14] Along with his work on Top Gear, he presented Should I Worry About...? on BBC One, Time Commanders on BBC Two and the first four series of Brainiac: Science Abuse on Sky One. He was also a team captain on the BBC Two quiz show, Petrolheads, in which a memorable part was one where Hammond was tricked into smashing his classic Ferrari while trying to parallel park blindfolded in another car.

From 3 January 2006 until 10 February 2006, Hammond was the eponymous star of Richard Hammond's 5 O'Clock Show with his co-star Mel Giedroyc of Light Lunch fame.^[15] The programme, which discussed a wide range of topics, was shown every weekday on ITV between 17:00 and 18:00.^[15]

In July 2005, Hammond was voted number one in a Heat magazine poll of top "weird celebrity crushes". Also in 2005 he was voted one of the top 10 British TV talents.^[16]

He presented Richard Hammond and the Holy Grail in 2006. During the special, he travelled to various locations around the world, including the Vatican Secret Archives, exploring the history of the Holy Grail.^[17]

In one episode of Top Gear, fellow presenter James May was mocked by both Hammond and Clarkson for being named the celebrity with the worst hairstyle, while Hammond was named the celebrity with the best.

As part of Red Nose Day 2007, Hammond stood for nomination via a public telephone vote, along with Andy Hamilton and Kelvin MacKenzie, to be a one-off co-presenter of BBC Radio 4's Woman's Hour on 16 March 2007.^[18] However, he was defeated by Andy Hamilton.

In April 2007, Hammond presented a one off special on BBC Radio 2 for Good Friday followed by another in August 2007 for the Bank Holiday. He is scheduled to present more Bank Holiday specials for the station.

Hammond recorded an interview with the famed American stuntman Evel Knievel, which aired on 23 December 2007 on BBC One, and was Knievel's last interview before his death on 30 November 2007.^[19]

In September 2008, Hammond presented the first episode of a new series; Richard Hammond's Engineering Connections on the National Geographic Channel.^[20] In this show, Hammond discovers how the inventions of the past, along with assistance from nature, help designers today. Episodes include the building of the Airbus A380, Taipei 101 and the Keck Observatory.^[20] Series 2 of Richard Hammond's Engineering Connections began in May 2010 and has included the building of the Wembley Stadium and the Sydney Opera House.

Hammond also filmed an advertisement for Morrisons supermarkets in 2008,^[21] and joined the cast of TV show Ashes To Ashes for a special insert on the 2008 Children in Need special.

While in New Zealand for Top Gear Live 2009, Hammond filmed several television commercials for Telecom New Zealand's new XT UTMS mobile network. Telecom claimed that the new network was "faster in more places", compared to its competitors and its existing CDMA network. After the network repeatedly failed in late 2009 and early 2010, Hammond became the butt of a joke when he did not return to New Zealand for Top Gear Live 2010. His fellow Top Gear co-hosts said he was too embarrassed to come back to New Zealand, and in a supposed live feed back to Hammond, the feed suddenly drops out as the "XT Network had crashed".^[22] Hammond was later given the right of reply to his colleagues during an interview with Marcus Lush on RadioLIVE's breakfast show in New Zealand.^[23]

Hammond is currently hosting the UK version of the US series Wipeout, called Total Wipeout. It takes place in Argentina, and is co-presented by Hammond and Amanda Byram. Hammond presents and does the voiceover for the clips in a London studio, and Byram is filmed at the obstacle course in Buenos Aires.^[24]

Hammond also presented a science-themed game show for children, Richard Hammond's Blast Lab which aired on BBC Two and CBBC.^[25]

In March 2010, Hammond presented a 3 episode series called Richard Hammond's Invisible Worlds, which looked at things too fast for the naked eye to see, things that are beyond the visible spectrum (e.g. ultraviolet and infra-red light), as well as microscopic things.

One of Hammond's lesser known television roles was as presenter of the BBC2 'gameshow' Time Commanders, a sophisticated warfare simulator which used a modified version of Creative Assembly's Rome: Total War game engine.^[26]

Since February 2011, Hammond has presented a online technology series "Richard Hammond's Tech Head".^[27]

In July 2011, Hammond presented a two-part natural science documentary Richard Hammond's Journey To The Centre Of The Planet, focused on Earth geology and plate tectonics.^[28][29]

Hammond will also host the upcoming BBC America programme Richard Hammond's Crash Course.^[30]

Personal life[link]

Hammond has been married to Amanda Etheridge (mostly known as Mindy)^[31] since May 2002; the couple have two daughters.^[3] The family lives in a mock castle in Herefordshire and also has an apartment in London. Hammond also plays the bass guitar, on which he accompanied the other Top Gear presenters when they performed alongside Justin Hawkins on Top Gear of the Pops for Comic Relief in 2007. Hammond likes to ride his bicycle in cities, for which he is mocked mercilessly by fellow presenter Jeremy Clarkson.^[32]

Hammond is a fan of Porsche 911s and claims the Pagani Zonda to be the ultimate supercar. He once owned a 1982 Porsche 911 SC (sold in the mid-2000s),^[33][34] and later purchased a 2006 Porsche 911 (997) Carrera S.^[35] In 2004, Hammond purchased a Porsche 928 for the purpose of daily driving.^[36] Much unlike Clarkson and May, he also has an interest in American muscle cars. Hammond has owned a 1969 Dodge Charger R/T,^[36] a 1967 Ford Mustang GT 390,^[37] and a 2008 Dodge Challenger SRT-8 (which was purchased in the United States on a Series 12 episode of Top Gear).^[38]

Hammond had also owned a Morgan AeroMax, in which he was involved in a car accident on 9 August 2009. He also owns a Jaguar E-Type^[39] and is also a fan of monster trucks, having attended Truckfest '07.

An interview with The Sunday Times in February 2008 reported Hammond as having moved briefly from Gloucestershire to Buckinghamshire, then back again because he missed the country life.^[40]

Hammond is a keen motorcyclist^[41] and Land Rover Defender fan. He spent over £70,000 rebuilding his 110 "Buster" in 2008.^{[citation needed]}

During the news segment of Top Gear's 2010 USA Road Trip special, Hammond openly expressed his dislike of the band Genesis. This fact was later exploited by his co-presenters in two special episodes: during the Middle East Special, when they installed a secret second stereo unit in his Fiat Barchetta that only plays the band's Live over Europe 2007 concert; in the India Special, Clarkson played the same song used in the previous special through the megaphone mounted in his Jaguar XJS, despite Hammond driving a different car (a Mini Cooper Sport).

In October it was reported he had spent over £2 million buying Bollitree Castle which is situated near Weston under Penyard, Ross-on-Wye. It has been rumoured he has also bought a large house in the small town of Wantage, Oxfordshire^{[citation needed]}.^[42][43]

On Top Gear in 2007, Hammond went to Africa on an 'Epic Road Trip' across Botswana. While there he found a 1963 Opel Kadett, in which he drove across Botswana. Hammond named it Oliver. On Top Gear a week after the special was aired, Hammond announced during the news, that he had shipped Oliver back to the UK, where it was restored by a team from Practical Classics magazine. Oliver features on Hammond's children's science television show Richard Hammond's Blast Lab and in another episode of Top Gear as a kind of "Hill-holder" in the trailer truck challenge (after it acquired the personal plate "OLI V3R"). Oliver is also mentioned in Hammond's second autobiography As You Do.^{[citation needed]}

In 2010, Hammond was the President of the 31st Herefordshire Country Fair held at Hampton Court in Hope under Dinmore. His involvement caused unprecedented attendance with "nearly 15,000 people" drawn to the event to meet the presenter.^[45]

In 2010, Hammond gained a private pilot licence PPL(H) in an R44 helicopter.

During season 18 of Top Gear it was revealed that he owns a Fiat 500 TwinAir.

Charity work[link]

Richard Hammond is a Vice-President of UK children's brain injury charity The Children's Trust, Tadworth.^[46]

[edit] Vampire dragster crash

During filming of a Top Gear segment at the former RAF Elvington airbase near York on 20 September 2006, Hammond was injured in the crash of the jet-powered car he was piloting.^{[47][48][49]:1} Hammond was travelling at 288 mph (463 km/h) at the time of the crash.^[50]

His vehicle, a dragster called Vampire, was theoretically capable of travelling at speeds of up to 370 mph (595 km/h).^[48] The vehicle was the same car that in 2000, piloted by Colin Fallows, set the British land speed record at 300.3 mph (483.3 km/h).^[49]:3[51] The Vampire was powered by a single Bristol-Siddeley Orpheus afterburning turbojet engine producing 10000 hp (7.5 MW).^[48][50]

Some accounts suggested that the accident occurred during an attempt to break the British land speed record,^[47][52] but the Health and Safety Executive report on the crash found that a proposal to try to officially break the record was vetoed in advance by Top Gear executive producer Andy Wilman, due to the risks and complexities of such a venture.^[49]:4 (The report stated: "Runs were to be carried out in only one direction along a pre-set course on the Elvington runway. Vampire’s speed was to be recorded using GPS satellite telemetry. The intention was to record the maximum speed, not to measure an average speed over a measured course, and for [Hammond] to describe how it felt.")^[49]:1