Breakthrough in Japanese Railways 13

High-Density Transport Systems Supporting
Giant Metropolis of Tokyo
Mitsuo Shinbo

Introduction

Old JNR’s Five Commuting Directions

Tokyo is a giant metropolis. However, it is difficult to clearlyLine in five directions. The development of these routes isdefine what area is being referred to when we say ‘Tokyo’.

outlined below.

JR East’s railway lines extend radially out from the Yamanote

There are the 23 wards that function as administrative

The post-war reconstruction coupled with the high-districts, but if we refer to ‘Tokyo’ as meaning the highly

economic-growth period saw a rapid concentration of

populated area that is the centre of Japan’s politics andpopulation in the capital area. However, land-price inflation

culture, we are talking about a wider area. Counting the area

in existing urban areas made purchase of houses difficultfrom Tokyo Station west to Yokohama City, north to Saitama

for ordinary workers, so new house building was focussed

City, and east to Chiba City, we reach Greater Tokyo with ain suburban areas. As a result, commuter trains became

population of 30 million people, which is closer to what mostvery congested, and ‘congestion rates’ (expressing actual

people think of Tokyo as being.

passenger numbers as a ratio to carriage capacity) reached

Some people may say that by using this definition of

300% on some sections.

Tokyo, the city spreads in a chaotic manner and its borders

To alleviate this congestion, in 1964, Japanese Nationalwith surrounding cities disappear. One could point out that

Railways (JNR) planned new double-track additions toTokyo is a city lacking the sense of completeness of London

existing transport routes from suburban areas to the cityand Paris. However, despite having grown to enormous

centre (the Tokaido, Sobu, Joban, Tohoku, and Chuo routes).

size, Tokyo’s railways, and power and water utilities are well

These are the capital area’s so-called ‘five commuting

developed and its urban functions well maintained. Ocean

directions’. Construction started in 1965 and was finallyand air pollution that were social problems in the 1970s

completed after almost 20 years in 1983. The foresight of

were overcome by later efforts, and now Tokyo has regained

this five commuting directions campaign for the capital isclean seas and skies.

probably the primary reason why transport continued to

The Tokyo area has expanded greatly through its

function without collapsing, despite the size to which Tokyo

historical background of recovery from the destruction of

had grown.

war, the high-economic-growth period, and amplification ofPart of the campaign involved creating an additional

its mission as a world-class urban area. This article looks

double-track line between Tokyo and Odawara for theat how the social infrastructure of railways has evolved toTokaido route. The details are as follows:

support the expansion of Greater Tokyo.

•

Construct new double-track line as undergroundroute between Tokyo and Shinagawa

Enhancement of Transport Routes•

Railway Network in Greater Tokyo•

Divert freight lines to passenger lines between
Shinagawa to Shintsurumi marshalling yard

The railway network in Greater Tokyo is complex, so it is

Add double-track line on existing freight route
between Shintsurumi marshalling yard and Tsurumi

described here in a general manner.

•

First, JR East’s Yamanote Line runs in a loop aroundConstruct new double-track line on separate route
between Tsurumi and Totsuka

the city centre. Also, a very dense subway network runs•

inside or near the Yamanote Line. The JR East railway

Add double-track line on existing route between
Totsuka and Odawara

network extends radially out from terminal stations such

Figure 1 shows a track chart for the Tokaido route afteras Tokyo, Ueno, and Shinjuku on the Yamanote Line loop.

construction was completed. Note that lines for JR Central’s

Other private railway routes also connect to Yamanote Line

Tokaido Shinkansen and the private lines of Odakyu Electric

terminal stations in the city centre or run through-services

Railway and Tokyu Corporation run west from Tokyo Station.

with subways through those nodes to suburban areas.

This example makes it easy to imagine the broad-ranging

Japan Railway & Transport Review No. 64 • Oct 201484

Breakthrough in Japanese Railways 13

Figure 1 Track Chart of Tokaido Route after Completion of Five Directions Campaign
LegendFor Kanda

Freight train
Passenger train

Tokyo
Shiodome
For Osaki

Shinagawa

Yamanote Line

Tokyo Freight Terminal

Musashino LineFor Fuchu-honmachi
Shintsurumi
Marshalling Yard

TsurumiFor Takashima

Yokohama
Line

Yokohama-Hazawa

Higashi-kanagawa
Yokohama
For Sakuragicho
Totsuka

Negishi LineFor Sakuragicho

Ofuna
Yokosuka LineFor Kurihama

Hiratsuka

Tokaido Main Line

Odawara
To Kobe85

Japan Railway & Transport Review No. 64 • Oct 2014

Figure 2 Passenger Flows from Five Directions to Yamanote Line
Fiscal 2012 one-day average, Units: passengers/day

Akabane

Detraining

712,000
passengers

Nippori
221,000 passengers

372 (52%)309 (43%)

Detraining

77 (35%)137 (62%)

Shinjuku
524,000
passengers
Detraining

71 (13%)202 (38%)

95 (15%)145 (28%)

Tokyo/Akihabara

210 (33%)

Detraining

632,000
passengers
219 (35%)
169 (23%)496 (67%)

Shinkansen, etc.

Shinagawa

Detraining

738,000
passengers
Change in number of passengers
from Tohoku direction(via Akabane)(10,000)
75

Commuter pass users

Detraining

493,000
passengers

Change in number of passengers
from Chuo direction(via Shinjuku)(10,000)
75

0

87

10

11

12 FY

Nippori50

100.0 115.2 114.2 115.2
25 30.0 34.5 34.2 34.5

0131.5 130.1 130.7
100.0 49.6 49.1 49.3
25 37.7

50

Akabane153,000 passengers

246 (50%)228 (46%)

10

11

12 FY

10,000300
48 (14%)

Shinjuku

200

128 (37%)

345,000
passengers

100

25

Five direction total

0

95 (62%)

100.0
156.2

193.3 192.3 193.2

60 (14%)

87

10

11

113 (22%)50

100.0 50.4

50.7

51.2

Detraining

11

12 FY

349 (68%)

Shinagawa
512,000
passengers

25 38.2
0

87

10

Notes
1. Figures in parentheses are compared to 1987, with that year indexed as 100.
2. Figures are rounded off, so totals may not add up.
3. Prepared from tables of arriving/departing/transiting passengers.
4. Passenger flow at Shinagawa includes passengers using the Shonan Shinjuku Line.

Japan Railway & Transport Review No. 64 • Oct 2014

15.6

15.3

15.3

87

10

11

12 FY

Detraining
428,000
passengers

12 FY
165 (39%)132.0 132.7 134.0

14.8

Tokyo/Akihabara

145 (34%)0Change in number of passengers
from Tokaido direction(via Shinagawa)(10,000)75

100.0 105.4 103.5 103.7

123.7 123.1 123.6

112 (33%)

Detraining

50

Detraining

55 (36%)87

Change in number of passengers
from Joban direction(via Nippori)(10,000)75

86

Shinkansen, etc.
3 (1%)

Change in number of passengers
from Chiba direction(via Tokyo/Akihabara)(10,000)
75
50

100.0

0

121.5 120.8 120.5
17.3

17.1

17.0

22.0

25.9

25.8

25.8

87

10

11

12 FY

25 13.5

Via Tokyo
Via Akihabara

Breakthrough in Japanese Railways 13transport routes in Greater Tokyo.

Currently, there are no subway lines under construction

JR East took over the five-direction railway networkin the Tokyo area.

following the JNR privatization. Figure 2 shows recent

Creation of New Transport Routes by JR Eastpassenger flows to the Yamanote Line from the five directions.

Even in 1987, there were still sections with congestion rates

Development of Subways

in excess of 200%, so alleviating congested commuter

Trams took the lead in urban areas of Tokyo at the turn oftransport remained a major mission for JR East. Measuresthe 20th century, forming a dense network of tracks shared

to convert freight lines from the JNR era to commuter routes

with roads.

were a major element of the post-privatization improvements

However, trams only have a small transport capacity

to transport and making use of these hidden JNR assetsthat soon became inadequate in the post-war era as thehelped alleviate congestion.

number of automobiles grew in line with the concentration

The construction of the Keiyo Line is an example ofof functions in the city centre. Construction of subways on

creating new transport routes. The line was partly opened

dedicated tracks with large transport capacity was urgently

in the JNR era and construction was completed in 1990 onneeded. Tokyo’s oldest subway is the Ginza Line now

reaching Tokyo Station, adding a third line to the Sobu route

operated by Tokyo Metro. It opened in 1927 with a section

linking Tokyo and Chiba.

between Asakusa and Ueno. As subway construction
progressed in the post-war era, the tram business declined,

Quadruple-Tracking by Major Private Railways

disappearing from the city centre in 1972.

Tokyo’s other private railways urgently needed to enhance

Tokyo’s subways are currently run by two operators.

transport capacity to alleviate commuting congestion. Since

Tokyo Metro, a special-purpose company funded by thethe objective was more to improve services than increase

national and Tokyo Metropolitan governments, runs nine

revenues, some private railways had a hard time justifying

lines. The Tokyo Metropolitan Government, which started tothe investment. To assist them, the national government

operate subways after WWII, runs four lines. In addition topassed measures in 1986 providing favourable tax treatment

these 13 lines, Saitama Railway runs direct through-services

for costs needed to quadruple tracks and make otheronto Tokyo Metro’s Nanboku Line and Yokohama City runs

improvements to transport capacity. Under the scheme,

two lines as well.

operators were allowed 100% tax breaks on the part of

The most recent addition to Tokyo’s subway network

income saved for future construction. The government

was the 2008 opening of the Tokyo Metro Fukutoshin Lineapproved five specified urban railway construction projects

section between Ikebukuro and Shibuya (north of Ikebukuroin 1987 and another two in 1995.

opened previously).

A good example is that of Tobu Railway, a private railway
supporting commuter transport in northeast Tokyo. In 1987,
quadruple-tracking on the Tobu Isesaki Line between

Figure 3 Quadruple-tracking Tobu Isesaki Line

Takenotsuka and Kita-koshigaya and renovation of KitaIsesaki
Kita-koshigaya

senju Station was approved as a specified urban railway
construction project under the scheme. Quadruple-tracking
between Takenotsuka and Kita-koshigaya had started inCompleted in 2000

Koshigaya

1976, but the new tax regime helped spur it to completion in
2000, doubling capacity and reducing travel time by a few

Specified urban railway
construction project

Completed in 1997

minutes, especially during rush hour.
Figure 3 shows the project progress. Renovation of Kita-

Soka
Takenotsuka

senju Station was also completed in 1997.

Completed in 1988

Role of Shinkansen
Some people may feel uncomfor table at including

Completed in 1974

shinkansen as transport in the capital area but shinkansenay)etro subwo M ine (yk
To iya L
Hib

contribute from two aspects.

Kita-senju

First, the shinkansen relieves conventional lines fromcarrying long-distance passengers, removing limited
express trains from the timetable for Yamanote Line terminal
stations as much as possible from 08:00 to 09:00. As a

Asakusa

result, many long commuter trains can be packed into

87

Japan Railway & Transport Review No. 64 • Oct 2014

the timetable with all trains running at the same speed

Figure 4 JR East Shinkansen Timetable

and headway, achieving the maximum transport capacity
supported by the system.
Second, the shinkansen itself plays a role in Greater

Omiya

Tokyo transport. Most passengers disembarking fromshinkansen at Tokyo and Ueno from 08:00 to 09:00 boarded
within 100 km of these stations and using the shinkansen(Depot)reduces a 2-hour commute to just 1 hour. As a result,although shinkansen commuter passes are expensive,

Ueno

they are chosen commonly by long-distance commuters.
Currently, there are about 17,000 people using these passes
in the JR East area (Tohoku and Joetsu shinkansen) to
commute to work and school.
Using JR East’s shinkansen, trains from Aomori,Shinjo, and Akita merge onto the Tohoku Shinkansen, andTokyotrains from Niigata and Nagano merge onto the Joetsu

4 minutes

Track 20

Shinkansen. Finally, they all head from these five directions

Track 21on the same line from Omiya Station to Tokyo Station. Figure

Track 22

4 shows the JR East shinkansen timetable for trains arriving

Track 23

at Tokyo Station every 4 minutes from the various directions,demonstrating how the shinkansen is an indispensible part08:00

of transport in Greater Tokyo today.

08:10

08:20

Renovation of Terminal Stations
Transport and Stations
As the number of railway passengers increases, the space•

1991: Tohoku Shinkansen opened to Tokyo with one
platform and two tracks at Tokyo Stationin stations for ticket counters, ticket gates, passages,
etc., need to be expanded too. The transport functions•

1997: Tohoku Shinkansen Tokyo Station expanded to two
platforms and four tracks

of terminal stations, including the number of tracks andplatforms, control functions for train routes, guidance
for transport services, waiting rooms for limited express

Figure 5 shows the track layout at Tokyo Station, andpassengers, rest areas for drivers and conductors, etc.,

Figure 6 shows a guide map. The station is comprised ofmust be expanded as well. Sometimes, stations evenplatforms for tracks 1 to 23 aboveground, platforms forrequire large-scale renovation.

tracks 1 to 4 at Sobu underground, and platforms for tracks
1 to 4 at Keiyo underground. Comparing Figures 5 and 6

Tokyo Station Track Layout

gives an image of Tokyo Station as a whole.

Tokyo Station is the terminus for many trains, so many

Advancement of Rolling Stock andTrain Control

improvements have been made over time to expand
transport functions. The history of expansion viewed fromthe perspective of track layout is as follows:
•

•

•

•

•

1964: Tokaido Shinkansen opened with two platforms

Switch to Electric Multiple Units (EMUs)

and three tracks at Tokyo Station

In 1945, JNR’s only electrified sections were limited to urban

1967–79: Tokaido Shinkansen platforms at Tokyo Station

areas near Tokyo and Osaka, and some long mountain

increased gradually to three platforms and six tracks

tunnels. Along with the post-war expansion of electrified

1972: Tokyo underground platforms opened with addition

sections, trains were switched to EMUs even for rapid andof Sobu underground route of five directions campaign

limited express trains travelling long distances. The first

1976: Through-services started between Sobu undergroundlimited express EMUs were the Kodama services runningroute and Tokaido underground route with addition of

between Tokyo and Osaka starting in 1958, and the switch

Tokaido underground route of five directions campaign

proceeded quickly from that time on. It is worth remembering

1990: Keiyo Line opened to Tokyo with two platforms

that the Kodama name was later inherited by services on theand two tracks at Keiyo Line Tokyo Station

Tokaido Shinkansen.

Japan Railway & Transport Review No. 64 • Oct 201488

Breakthrough in Japanese Railways 13

Figure 5 Track Layout at Tokyo Station
9

Tokaido Shinkansen

8

To

ka

7
6

ido

Tohoku Shinkansen

5

Tohoku Shinkansen
For Ueno

For Soga

Sh

ink

an

se

Keiyo Linen4

For Shinagawa

3

For Kanda

2

Tokaido Main Line1

Chuo Main Line01

(Underground)

For Kinshicho
Sobu

Main

Line

For Shinagawa(Underground)
Tokaido Main Line

Figure 6 Guide Map of Tokyo Station
Nihombashi Gate
(Tokaido-Sanyo Shinkansen)

Taxi

Platform Guidance

Yaesu Central Entrance
JR Bus
Waiting room

Yaesu North Gate

19
18
17
16

(JR Bus)

Yaesu
CentralGate

Waiting room

18

19

14
23
22 21
20

14

Waiting room

Waiting room

22

Nursery

5
1

Tokyo Station Gallery
JR EAST Travel Service Center

Sobu Line (Underground platforms)
1 to 4 Sobu Line, Yokosuka Linefor Boso (Rapid-service Train)
for Choshi, Kashima-Jingu(Limited Express)‘Narita Express’ for Narita Airport

8

7

Marunouchi
North Gate

23

10

9

Shinkansen
D to I Tokaido, San’yo Shinkansen
J to M Tohoku, Yamagata, Akita,
Joetsu, Nagano Shinkansen

15

21

20

Nihombashi Gate
(Tohoku,Akita,Yamagata
Joetsu & Nagano Shinkansen)

Keiyo UndergroundYaesu Gate

17

16
15

Keiyo Line
(Underground)

Yaesu South Gate

12 Chuo Line for Takao
3 Keihin-Tohoku Line for Omiya
4 Yamanote Line Inner Tracks for Ueno
5 Yamanote Line Outer Tracks
for Shinagawa
6 Keihin-Tohoku Line for Ofuna
78 Tokaido Line
9: Tokaido Line (Limited Express, Express)

6
3

2

Keiyo Line (Underground platforms)

4

1 to 4 For Boso (Limited Express,
Rapid-service Train)
Keiyo Line for Maihama, Soga)
Musashino Line for Maihama,Nishi-Funabashi

THE TOKYOSTATION HOTEL
(B1)

Taxi
(B3)

Marunouchi
Central Gate
Marunouchi
South Gate
Marunouchi
Underground
North Gate

Marunouchi
Underground
South Gate
(B1)

(B4)

Marunouchi
UndergroundCentral Gate

1
2
3

4

(B5)
Sobu Line
Platform(Basement Level 5)

89

1 2

3 4
(B4)
Keiyo Underground
Marunouchi Gate

Japan Railway & Transport Review No. 64 • Oct 2014

Figure 7 Generational Advance of Commuter Trains in Greater Tokyo
Electric Power Consumption

Series 103 (1963)
Dynamic braking

100

Series 205 (1985)
Regenerative braking

Series E231 (1999)
Regenerative braking

66

47

Mikawashima accident in May 1962 Japan Railway & Transport Review No. 64 • Oct 2014

Maximum Speed

100 km/h

110 km/h

120 km/h(100 Year History of Japanese National Railways)

90Breakthrough in Japanese Railways 13

parallel tracks, a derailed train on

Figure 8 Old and New ATC Deceleration Patterns for Yamanote Line
Old ATC

one track can affect adjacent tracks,

New ATC

leading to secondary accidents.
Braking check pattern

Permissible speed

Risk became realit y with the
Mikawashima accident in May 1962
when a driver missed a signal before
the train derailed and was hit byTrain speed

subsequent trains, killing 160 people.

Train speed

T h e l e s s o n s l e a r n e d l e d toadoption of an automatic train stop(ATS) system in the capital area toback-up crew operations at stop
signals. Subsequently, an automatic
Stop point

train control (ATC) protection system,
which automatically decelerates trainsaccording to the speed limit, wasinstalled in the 1970s on the Yamanote

Figure 9 New ATC Device for Yamanote Lineand Keihin Tohoku lines.
Such protective devices increased

Onboard controller

safety in high-density operations
Cab monitor

but they were developed in the preinformation-technology age, so there
was room for improvement in terms

Inspection
recorderof increasing both safety and train
Speedometer/
onboard signal

Receiver controller

operations density.
The old ATS system warned thedriver at some point before a stop

Transponder

signal, but the risk of human error
could not be eliminated if a driverd e cid ed to o p e rate t h e bra ke s
Transponder
beaconTransponder
onboard antenna

Receiving coil

Tachometer
generator

manually. Moreover, there were still
limits to high-density operations,because even if a signal changed
from stop to proceed, the train could
not update information.
In addition, the old ATC systemdecelerated trains in stepped stages

EMUs had originally been used on both subways andby receiving speed limits for individual sections from theprivate railways, but JNR switched over to EMUs for evenwayside, meaning the system was unsuitable for decreasing

limited express and shinkansen to support high transport

headways.

capacity in the limited space available for railways in

Overcoming these issues using digital technology

Greater Tokyo.

became an issue for JR East; it was solved using a system

Figure 7 shows the generational advance of commuter

where the train acquires information on the location of the

trains in Greater Tokyo. The progress is summarized by key

preceding train from wayside equipment and generates its

phrases, such as ‘lighter rolling stock’ and ‘more intelligent

own braking patterns based on that data. JR East calls thecontrol’, and the success is quantified by increased energy-

advanced ATS system ATS-P and the advanced ATC systemsaving performance.

digital ATC.

Progression of Train Control Systems

Workings of Digital ATC

The increased risk of accidents must be considered when

Figure 8 compares the old and new ATC deceleration

increasing transport density. With shorter headways, driverpatterns for the Yamanote Line. With the new ATC, the train

error can quickly lead to a train collision, and with manyreceives stop information and the on-board device conducts

91Japan Railway & Transport Review No. 64 • Oct 2014

Construction to change gauge of Keisei Electric Railway (Keisei Electric Railway)

optimal braking. Figure 9 shows the composition of the on-suburban railways are built using the funds of JR operators

board system.

and private railways as a rule. Through-service allows
uninterrupted service while constructing railways using

Subway Through-Service with JR East andPrivate Railways

separate sources of funding.

Structure of Through-Service between Operators

through-service. However, signalling methods often differ

There are many places where commuter passengers

between companies, so through-service trains have multiple

heading into the city from the suburbs must transfer fromprotection devices that are switched over at the station

JR East and private suburban railway lines to subways.

where the operator changes.

Of course, the track gauge and power collection
systems (pantographs, etc.) must be compatible for

Through-service between operators makes such usage
achieved without changing the existing transport and sales

Through-Service between Keisei Electric Railway andToei Subway Line 1

systems, and has been adopted widely in Japan.

The first example of through-service was Keisei Railway andeasier by linking lines and operating trains directly. It can be

Through-service between subways and JR East/private

Toei Subway Line 1. Toei Subway Line 1 opened partially inrailway lines is significant for three reasons. First, passengers

1960 between Oshiage and Asakusa, and through-service

from suburbs are carried to the city centre seamlessly.

started with the already-planned Keisei Electric Railway.

Second, through-service increases the usage efficiency of

While Toei Subway Line 1 started out as standard gauge,

management resources. Without through-service, terminal

Keisei was already operating on a different gauge (1372

stations would be needed in the city centre to run turn-backmm). To enable through-service, Keisei changed its entire

operations, entailing more station space for platforms andline to standard gauge.

transfer facilities and requiring extra rolling stock; avoiding

In 1968, though-service also started between Keihin

turn-back eliminates wastefulness in terms of stations andElectric E xpress Railway and Toei Subway Line 1,

rolling stock. Third, through-service demonstrates a model

connecting Keisei in Chiba, Toei Subway in the city, andfor division of roles in terms of investment. Public funds

Keihin in Yokohama.

can be used to construct subways in the city centre, but

Japan Railway & Transport Review No. 64 • Oct 201492

Breakthrough in Japanese Railways 13

Figure 10 Communications Between Tickets and Ticket Gates
Magnetic
ticketMechanical automatic conveyance
Read

Person moves while holding

Confirmpresence

Check

Write

Confirm
writing

Authenticate

Smart card

Processing must be fully completed within communications range

Automatic Fare Collection Systems

East decided to introduce automatic ticket gates, subways

Simplification, Standardization and High Throughput

mechanization of ticket gate operations for railway lines

As dense train services spread throughout Greater Tokyo, so

across Greater Tokyo made a great leap forward in just 5

did the number of passengers in the area. In line with this,years from 1989.

and private railways area soon followed suit. As a result,automatic fare collection (AFC) systems were developed to

A system for riding on lines of multiple operators using

make ticketing and gate operations more efficient for thesea single ticket caught on early in Greater Tokyo. As a result,short-distance travellers.

new magnetic information standards were needed to write

Handling of short-distance tickets was simplified, withmore information to tickets with the introduction of automatic

such tickets being valid for only 1 day and not allowing

ticket gates. In-depth discussions were held at conferences

stopovers. JNR introduced passenger-operated ticketthat included railway operators and AFC equipment

vending machines that mechanized issuing of short-manufacturers; new standards were established and used in

distance tickets, and mechanical printing was simplified

mechanization of ticket gates in Greater Tokyo.

from 1969 with tickets only showing the departure stationand fare. In 1980, the range in which tickets displaying theSuicafare amount could be used was expanded from 50 km to

JR East launched ‘Suica’ smart cards with short-range

100 km, furthering mechanization of ticketing. In this way,

wireless communications in 20 01 for short-distance

simplification, standardization and high throughput became

tickets and commuter passes. These smart cards, which

the principles of AFC.

function over a short distance of 10 cm or less, are ideal

JR East started mechanizing ticket gate operations

for high throughput. Figure 10 shows a comparison offor short-distance tickets and commuter passes using

communications between tickets and ticket gates forautomatic ticket gate systems in 1989. Automatic ticket

magnetic tickets and smart cards. When using Suica as agates had already been introduced in the greater Osaka

short-distance ticket, touching the card to the ticket gate atarea, but they had been slow to catch on in Tokyo. When JR

the journey origin allows the ticket gate at the destination to93

Japan Railway & Transport Review No. 64 • Oct 2014

Figure 11 ED10 Software Structure
Revenue

ADC

ADC

Print output

Print request

Print request

Ledger

ADC

File

Maintenance

ADC

File

Print result

Print editing

Metering result

File

Tabulation request

Closure send

Print result

Closure request

ADC

Tabulation request

ScreenADC

Metering
tabulation

Metering result

Data
collection

Screen/Input

Maintenance

ADS

Autonomous Distributed Network (ADNP)Restored Tokyo Station Japan Railway & Transport Review No. 64 • Oct 2014

(JR East)

94

Breakthrough in Japanese Railways 13

automatically collect the fare, enabling travel without using aticket vending machine.
In 2007, Tokyo subways and private railways launched
PASMO with the same functions as Suica and withinteroperability. Following later introduction of smart cards byother operators and interoperability with Suica, passengers
can now ride many railways and buses across Japan using
a single card. The cards can also be used as e-money atlocations, such as convenience stores.
The expansion of areas where cards are used and multifunctionality has increased the scope of changes needed
for the AFC system software when conditions change, suchas when new stations are added. One way to minimize theamount of software maintenance is to autonomize individual
elements comprising software functions and arrange them inparallel. Figure 11 shows the software structure for a terminal
used to manage vending machine and ticket gate revenues
and operational status (ED10 for JR East). Measures havebeen taken with the software structure to minimize theamount of software maintenance needed for changes, andthis is a model for future AFC systems.

Conclusion
Tokyo Station was built in 1914, but lost much of its beauty
due to war damage and addition of functions without
consideration for design. JR East completed the restoration
to its original form in 2012 and the station has regained its
graceful and dignified appearance. This could be a sign that
21st century Japanese society has gained the leeway to put
value on classic scenery.
The next issue is to redesign urban areas so people
can live in comfort while lessening the burden on theenvironment. First, it will be necessary to manage stations
run by JR East and hotels and department stores run bygroup companies around stations in conjunction with thesurrounding areas to achieve overall optimum service
and energy consumption. Next, there are expectations for
expansion of this concept to the community and for railways
to contribute to development of urban spaces that are
comfortable while imposing little burden on the environment.
The progress of railway systems in the greater Tokyo
area is a history of quantitative expansion pursuing growthin demand. The next issue will be how to support urban
sustainability.

Mitsuo Shinbo
Mr Shinbo is a Director of Environmental Engineering ResearchLaboratory of the JR East group of companies.

95

Japan Railway & Transport Review No. 64 • Oct 2014