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Tokaido Shinkansen

TheTōkaidō Shinkansen(Japanese:Đông hải đạo tân càn tuyến,romanized:Tōkaidō Shinkansen,lit. 'East coast route, new main line') is a Japanesehigh-speed railline that is part of the nationwideShinkansennetwork. Along with theSan'yō Shinkansen,it forms a continuous high-speed railway through theTaiheiyō Belt,also known as the Tokaido corridor. Opening in 1964, running betweenTokyoandShin-Ōsaka,it was the world's first high-speed rail line,[1]and it remains one of the world's busiest.[2][3]Since 1987, it has been operated by theCentral Japan Railway Company(JR Central), prior to that byJapanese National Railways(JNR).

Tōkaidō Shinkansen
A JR CentralN700S Seriestrain running Tokaido Shinkansen, September 2021
Overview
Native nameĐông hải đạo tân càn tuyến
StatusOperational
OwnerThe logo of the Central Japan Railway Company (JR Central).JR Central
LocaleTokyo,Kanagawa,Shizuoka,Aichi,Gifu,Shiga,Kyoto,andOsaka Prefectures
Termini
Stations17
Color on mapBlue (#1153af)
Service
TypeHigh-speed rail(Shinkansen)
SystemShinkansen
Services
Operator(s)JR Central
Depot(s)Tokyo, Mishima, Nagoya, Osaka
Rolling stock
History
OpenedOctober 1, 1964;60 years ago(1964-10-01)
Technical
Line length515.4 km (320.3 mi)
Number of tracksDouble-track
Track gauge1,435 mm(4 ft8+1⁄2in)standard gauge
Electrification25 kV 60 Hz AC(overhead catenary)
Operating speed285 km/h (177 mph)
SignallingCab signalling
Train protection systemATC-NS
Maximum incline2.0%
Route map

Legend
(Up arrowTōhoku Shinkansen)
0:00
 Tokyo
0:07
 Shinagawa
Tama River
0:18
 Shin-Yokohama
Tokyu Railways
Sagami River
0:35
 Odawara
0:44
 Atami
0:54
 Mishima
1:08
 Shin-Fuji
Fuji River
1:08
 Shizuoka
Abe River
Ooi River
1:39
 Kakegawa
Tenryū River
1:34
 Hamamatsu
Lake Hamana
1:24
 Toyohashi
1:30
 Mikawa-Anjō
1:35
 Nagoya
1:59
 Gifu-Hashima
2:18
 Maibara
2:09
 Kyōto
2:24
 Shin-Ōsaka
(Down arrowSan'yō Shinkansen)
Times shown are fastest timetabled journey from Tokyo (HH:MM).

There are three types of services on the line: from fastest to slowest, they are the limited-stopNozomi,the semi-fastHikari,and the all-stopKodama.ManyNozomiandHikaritrains continue onward to theSan'yō Shinkansen,going as far asFukuoka'sHakata Station.

The line was named a jointHistoric Mechanical Engineering LandmarkandIEEE Milestoneby theAmerican Society of Mechanical Engineersand theInstitute of Electrical and Electronics Engineersin 2000.[4][5]

History

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The predecessor for the Tokaido and Sanyo Shinkansen lines was originally conceived at the end of the 1930s as a1,435 mm(4 ft8+1⁄2in)standard gaugedangan ressha(bullet train) between Tokyo andShimonoseki,which would have taken nine hours to cover the nearly 1,000-kilometer (620 mi) distance between the two cities. This project was planned as the first part of an East Asian rail network servingJapan's overseas territories.The beginning ofWorld War IIstalled the project in its early planning stages, although three tunnels were dug that were later used in the Shinkansen route.[6]

By 1955, theoriginal Tokaido linebetween Tokyo and Osaka was congested. Even after its electrification the next year, the line was still the busiest in Japan's railway network by a long margin, with demand being around double the then capacity.[7]In 1957, a public forum was organized to discuss “The Possibility of a Three-hour Rail Trip Between Tokyo and Osaka.”[6]After substantial debate, theJapanese National Railways(JNR) decided to build a new1,435 mm(4 ft8+1⁄2in)standard gaugeline alongside the original1,067 mm(3 ft 6 in) one to supplement it.[8]The president of JNR at the time,Shinji Sogō,started attempting to persuade politicians to back the project. Realizing the high expenses of the project early on due to the use of new, unfamiliar technologies and the high concentration of tunnels and viaducts, Sogō settled for less government funding than what was needed.[6][9]

TheDietapproved the plan in December 1958, agreeing to fund¥194.8 billionout of the¥300 billionrequired over a five-year construction period. Then-finance ministerEisaku Satōrecommended that the rest of the funds should be taken from non-governmental sources so that political changes would not cause funding issues.[9]Construction of the line began on April 20, 1959 under Sogō and chief engineerHideo Shima.In 1960, Shima and Sogō were sent to theUnited Statesto borrow money from theWorld Bank.Although the original request was for US$200 million, they came back with only $80 million, enough to fund 15% of the project, and could not use the loan for "experimental technology".[6][10]Severe cost overruns during construction forced both of them to resign.[11]The opening was timed to coincide with the1964 Summer Olympicsin Tokyo, which had already brought international attention to the country. Originally, the line was called theNew Tokaido Linein English. Just like the original railway line, it is named after theTokaido roadthat has been used for centuries.

Initially, there were two services: the fasterHikari(also called theSuper Express) made the journey between Tokyo and Shin-Osaka in four hours, while the slowerKodama(or thelimited express) made more stops and took five hours to travel the same route.[12]A test run was conducted August 25, 1964, simulating aHikariservice. The run, which was deemed "very successful" by then-JNR president Reisuke Ishida, was also broadcast on television byNHK.[13]On October 1 that same year, the line was officially opened, with the first train,Hikari 1,traveling from Tokyo to Shin-Osaka with a top speed of 210 km/h (130 mph).[14]In November 1965, both services had their schedule reworked so that the new timetable listed travel times of three hours for theHikariand four hours for theKodama.[15]

The 1970s were a difficult time for the JNR as local lines built up deficit. Profits from the Tokaido Shinkansen were used to offset the lines which were running at a loss which resulted in a lack of development and faster service over a 15-year period. Labor issues during that time steered away any attention from JNR executives, further complicating the possibility for research initiatives.[16]Despite the difficult financial situation throughout the 1970s, the loan from the World Bank made in 1959 was paid back in 1981.[17]

In 1988, one year after the privatization of JNR, the new operating company,JR Central,initiated a project to increase operating speeds through infrastructure improvement and a new train design. This resulted in the debut of the300 Seriesand theNozomi,the line's fastest service which took two and a half hours to traverse the route with a top speed of 270 km/h (168 mph), on March 14, 1992.[18][19][20]

New platforms for Shinkansen services atShinagawa Stationopened in October 2003, accompanied by a major timetable change which increased the number of dailyNozomiservices, which was now higher than the number ofHikaritrains.[21][22]Initially, certainNozomiandHikariservices did not stop at the station, with some skipping either Shinagawa orShin-Yokohama,and the plurality of services stopping at both. From March 2008 onward, all services stop at both stations.[23][24]Another station was planned to open in 2012 to serveRittō,a city between Maibara and Kyoto. Construction started in May 2006, but the project was canceled the next year due to political opposition from the government of the surroundingShiga Prefectureand theSupreme Court of Japanruling the¥4.35 billionbond that the city had issued to fund construction was illegal and had to be canceled.[25]

The next speedup, which raised the top speed to its current 285 km/h (177 mph) level through the use of improved braking technology, was announced in 2014 and introduced on March 14, 2015, the 23rd anniversary of the last speed raise.[26][27]Initially, just one service per hour would run at this new speed.[28]After the replacement of the older, slower700 serieswith theN700 seriesandN700S seriesin March 2020, a new timetable taking advantage of the speed increase with more services was planned.[29][30]However, theCOVID-19 pandemicfurther delayed these plans as service was temporarily cut.[31]An automated operating system is planned to be implemented for the line by 2028, with test runs starting in 2021.[32]

Stations and service patterns

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Map of Tokaidō Shinkansen
Mt. Fuji and the Tokaido Shinkansen
Mt. Ibuki and the Tokaido Shinkansen
Map all coordinates in "Category:Tōkaidō_Shinkansen" usingOpenStreetMap

Download coordinates as:

Legend:

● All trains stop
▲ Some trains stop
｜ All trains pass
Station Distance from
Tōkyō(km) 		Service Transfers Location
English Japanese Nozomi Hikari Kodama
Tokyo Đông kinh 0.0 ● ● ●
Chiyoda Tokyo
Shinagawa Phẩm xuyên 6.8 ● ● ●
  • JYYamanote Line (JY25)
  • JKKeihin-Tōhoku Line (JK20)
  • JTTōkaidō Main Line (JT03)
  • JOYokosuka Line (JO17)
  • KeikyūMain Line(KK01)
 Minato
Shin-Yokohama Tân hoành bang 25.5 ● ● ●
Kōhoku-ku, Yokohama Kanagawa Prefecture
Odawara Tiểu điền nguyên 76.7 ｜ ▲ ●
Odawara
Atami Nhiệt hải 95.4 ｜ ▲ ●
Atami Shizuoka Prefecture
Mishima Tam đảo 111.3 ｜ ▲ ●
Mishima
Shin-Fuji Tân phú sĩ 135.0 ｜ ｜ ● Fuji
Shizuoka Tĩnh cương 167.4 ｜ ▲ ●
Aoi-ku, Shizuoka
Kakegawa Quải xuyên 211.3 ｜ ｜ ●
Kakegawa
Hamamatsu Bang tùng 238.9 ｜ ▲ ●
Chūō-ku, Hamamatsu
Toyohashi Phong kiều 274.2 ｜ ▲ ●
Toyohashi Aichi Prefecture
Mikawa-Anjō Tam hà an thành 312.8 ｜ ｜ ● Tōkaidō Main Line(CA55) Anjō
Nagoya Danh cổ ốc 342.0 ● ● ●
Nakamura-ku, Nagoya
Gifu-Hashima Kỳ phụ vũ đảo 367.1 ｜ ▲ ● THMeitetsuHashima Line(Shin-Hashima Station,TH09) Hashima Gifu Prefecture
Maibara Mễ nguyên 408.2 ｜ ▲ ●
Maibara Shiga Prefecture
Kyōto Kinh đô 476.3 ● ● ●
Shimogyo-ku, Kyoto Kyoto Prefecture
Shin-Ōsaka Tân đại phản 515.4 ● ● ●

Naniwasuji Line(planned)
Hankyu CorporationHankyu Shin-Osaka Line (planned)

 Yodogawa-ku, Osaka Osaka Prefecture
↓Through servicestowardsHakatavia theSan'yō Shinkansen↓


Rolling stock

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  • N700A series16-car sets, since July 1, 2007 (owned by JR Central and JR West, modified from original N700 series sets)
  • N700A series 16-car sets, since February 8, 2013 (owned by JR Central and JR West)
  • N700S series16-car sets, since July 1, 2020 (owned by JR Central and JR West)[33]

The last services operated by 700 series sets took place on March 1, 2020, after which all Tokaido Shinkansen services are scheduled to be operated by N700A series or N700S series sets.[34]N700S series sets were then introduced on Tokaido Shinkansen services from July 1, 2020.

  • N700A series in September 2021
  • N700S series in March 2020

Former rolling stock

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  • 0 series12/16-car sets, October 1, 1964, to September 18, 1999 (owned by JR Central and JR West)
  • 100 series16-car sets, October 1, 1985, to September 2003 (owned by JR Central and JR West)
  • 300 series16-car sets, March 1992 to March 16, 2012 (owned by JR Central and JR West)
  • 500 series16-car sets, November 1997 to February 2010 (owned by JR West)
  • 700 series16-car sets, March 1999 to March 2020 (owned by JR Central and JR West)
  • 0 series at Odawara Station in May 1989
  • 100 series in January 2003
  • 300 series in January 2008
  • 500 series at Odawara Station in June 2008
  • 700 series in January 2008

Non-revenue-earning types

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  • JR Central's Class 923 "Doctor Yellow"set T4 on the Tokaido Shinkansen, September 2021

Timeline

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0 series
100 series
300 series
500 series
700 series
N700/N700Aseries
N700A series
N700S series
│
1960
│
1965
│
1970
│
1975
│
1980
│
1985
│
1990
│
1995
│
2000
│
2005
│
2010
│
2015
│
2020
│
2025
Rolling stock transitions

Classes and onboard services

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All Tokaido Shinkansen trains have two classes of seating: Green Cars (First Class) offer 2+2 configured seating with all-reserved seating. Ordinary cars feature 2+3 configured seating with both reserved and unreserved seating.

Previously, all trains had an onboard trolley service that sold food and drinks. The ice cream sold by these trolleys was popularly known as "Shinkansen too hard ice cream",which eventually became an official sales name. Trolley service on the Tokaido Shinkansen was discontinued on October 31st, 2023, due to falling sales and labor shortages.[35]This was replaced by a mobile order seat service exclusive for Green Car passengers from 1 November 2023. Passengers can scan a QR code on the back of their seat to purchase refreshments, which would then be brought by a cabin attendant.[36]

In an announcement by JR Central, JR West, and JR Kyushu made on 17 October 2023, the companies stated that all onboard smoking rooms on the Tokaido, San'yo, and Kyushu Shinkansen trains would be discontinued by Q2 2024.[37]

Since 2020, reservations are required to take large pieces of luggage on Tokaido Shinkansen trains.[38]

Japan Rail Pass

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TheJapan Rail Passis arail passavailable to overseas visitors which allows travel on most major forms of transportation provided byJR Groupcompanies, including the Tokaido Shinkansen. Japan Rail Pass holders can rideHikariorKodamaservices free of charge, and since October 2023, pass holders can also ride theNozomiservice by purchasing a special supplementary ticket. Japan Rail Passes purchased prior to this were not valid onNozomiservices, and passengers were required to purchase a full fare ticket to use this service.[39]Certain regional Rail Passes let passengers ride all services, including theNozomi.These passes typically have limited coverage and shorter useage periods compared to the full Japan Rail Pass.[40]

Ridership

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From 1964 to 2012, the Tokaido Shinkansen line carried approximately 5.3 billion passengers.[3]Ridership increased from 61,000 per day in 1964[41]to 391,000 per day in 2012.[3]By 2016, the route was carrying 452,000 passengers per day on 365 daily services making it one of the busiest high speed railway lines in the world.[42]

Tokaido Line Cumulative Ridership figures (millions of passengers)
Year 1967 1976 2004 Mar 2007 Nov 2010 2012
Ridership (Cumulative) 100 1,000 4,160[43] 4,500[44] 4,900[2] 5,300[3]
Tokaido Line Ridership figures (per year, millions of passengers)
Year 1967 April 1987 April 2007 April 2008 April 2009 April 2010 April 2011 April 2012
Ridership 22[41] 102[41] 151[41] 149[41] 138[41] 141[41] 149[41] 143[3]

Future stations

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It was announced in June 2010 that a new shinkansen station inSamukawa, Kanagawa Prefecturewas under consideration by JR Central. If constructed, the station would open after theChuo Shinkansen,the newmaglevservice currently under construction, begins operations.[45]

Shizuoka Prefecturehas long lobbied JR Central for the construction of a station atShizuoka Airport,which the line passes directly beneath. The railway has so far refused, citing the close distance to the neighbouringKakegawaandShizuokastations. If constructed, travel time from the center of Tokyo to the airport would be comparable to that forTokyo Narita Airport,enabling it to act as a third hub airport for the capital.[46]As the station would be built underneath an active airport, it is expected to open after the new maglev line.[47]

See also

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  • Chuo Shinkansen,a high-speed maglev line under construction between Tokyo and Nagoya

References

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  46. ^Ogawa, Hiroo (March 21, 2018)."JR tân càn tuyến, “Tĩnh cương không cảng dịch” thiết trí が hiện thật vị… “Thủ đô quyển đệ 3 không cảng” cấu tưởng "[JR Shinkansen, "Shizuoka Airport Station" installation is realistic... "Metropolitan area third airport" concept].ビジネスジャーナル/Business Journal | ビジネスの bổn âm に bách る(in Japanese). Archived fromthe originalon March 19, 2022.RetrievedSeptember 22,2019.
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Sources

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