Address (no P.O. Box):

3-16-4, Ueno Taito-ku
City: Tokyo
Postal code: 110-0005
Country: Japan
Phone (with country code): +81 3 3839 8471
Fax: +81 3 3839 8472
E-mail: info@ajce.or.jp

Please tick beside the applicable options to confirm that this project is:o Internationally recognised✔
o Demonstrate technical excellence✔
o Demonstrate innovation✔
o Is enduring and sustainable✔
Why do you think this project should receive an award? How does it meet thecriteria of being internationally recognised, demonstrating technical excellence andinnovation and being enduring and sustainable? Please use additional paper sheets ifneeded.

Please refer to the attached sheet for details

Reason Why Owner and Firm are Same Entity

Tokaido Shinkansen was planned, designed and constructed by wisdom and efforts of
the Japan National Railway (JNR)’s in-house engineers. It was developed and operated
by responding the demands of the times by speeding up and increasing carrying
capacity since its operation in 1964. It has greatly contributed to the development of
economy in Japan.
Despite of these efforts, financial condition of JNR declined every year.
In April 1987, following privatization of JNR, it was separated into 7 private entities; 6
regional groups and one freight company, to improve its financial condition.
As the results of privatization, operation and management of Tokaido Shinkansen has
handed over to new company, JR Central. In-house engineers of JR Central (previously
JNR engineers) have been continuously exerting their efforts on research anddevelopment for the improved service of Shinkansen.
It can be seen from the history of Tokaido Shinkansen, shifting its operation andmanagement from JNR (national entity) to JR Central (private entity), owner and firm
are same body and can’t be separated.

FIDIC Centenary Award
The Tokaido Shinkansen

The Tokaido Shinkansen

1FIDIC Centenary Award
The Tokaido Shinkansen
Brief Summary
The Tokaido Shinkansen (hereinafter called as “Shinkansen”) connects Japan’s two largest cities,
Tokyo and Osaka via Nagoya and it serves as Japan’s main transportation artery. It was designed
as the world’s most advanced railways with the concept of total system engineering, i.e., civil,
electrical, and mechanical engineering to operate massive transportation and high speed at
210km/h, a world record when it began service in 1964. The name “Shinkansen” has twomeanings, “Shin” is new, “kansen” is trunk line. Now this name is well-known in the world.
Since its inauguration of 48 years ago, it has carried over 5,200 million passengers without any
fatalities or injuries due to train accidents such as derailment or collision in commercial operations.
It currently provides 323 trains daily at the maximum speed of 270 km/h with punctuality; theannual average deviation from schedule, including delays caused by uncontrollable reasons suchas heavy rain, typhoon, and heavy snowfall is 0.6 minutes per train. Continuous research anddevelopment for durable and sustainable operation of Shinkansen are the basis in theseachievements. Shinkansen has been contributing greatly not only for economical, and technicalachievement in Japan but also has played a leading role in the development of high-speed trains in
the world.

Train Series 0 (at opening)

Train Series N700 (at present)

1. Birth of Shinkansen
Despite of the area covered by Shinkansen is about 20 % of entire land of Japan, three majorindustrial cities, Tokyo, Nagoya and Osaka, are connected on one line and concentrated in thishighly populated area. Demand for construction of rapid railway was high in 1950s when
economic growth was steadily increasing due to reconstruction after World War II. Due toincreasing transportation demand, Tokaido railway exceeded its capacity limit.
To cope with this challenge, high speed Shinkansen was designed that operates on wider-gauge
and able to transport passengers between Tokyo and Osaka in 3 hours at maximum speed of 200
km/h. In 1958, construction of Shinkansen was approved by the Japanese government.

2

FIDIC Centenary Award
The Tokaido Shinkansen
2. Spillover effect of Shinkansen
After recognition of successful operation of Shinkansen, developed countries in Europe havestarted research and development for high speed trains that run faster than 200 km/h. France has
constructed TGV-PSE between Paris and Lyon at the maximum speed of 260 km/h in 1981.
Starting from France, waves of high speed trains have spread over Europe and have expanded tocross border high speed train network in Europe. Besides the development in Europe, high speed
trains have stated operation in Asian countries such as Korea, Taiwan and China Based on thesedevelopment in the world, Shinkansen has been appraised a pioneer of high speed trains.
3. Financial Aspect of Construction
Following the Japanese government’s Approval, Japan National Railway (predecessor of JR
Central)started construction of Shinkansen in 1959 by introducing up-to-date technologies.
Since the start of construction, long-span tunnels and bridges were considered as the first priority
as they affect completion period. However, land acquisition was the bottle neck of theconstruction as it took about 5 years and increased construction cost by 2 times. Financial
resources of the construction were Japan National Railway’s own budget, transportation bonds
endorsed by government and a loan from the World Bank. National government did not allocate
construction budget.
Finance by the World BankAt time of Shinkansen construction, the World Bank (hereinafter “WB” ) was reluctant to financetrain project. Despite of WB’s policy, Japanese government and Japan National Railway explained
to WB that Shinkansen project can cope with increased freight transport capacity and high-speed
trains for effectively transporting passengers in Tokaido railway, thus cost effective. In May 1960,
WB delegated study team to Japan to examine economical and technical feasibility of the project
as well as to review competence in railway technology. Based on the study results, WB financed
US 80 million dollars to Shinkansen project in May 1961. Later, WB reported that Shinkansen
project used loan most effectively among many loan agreements.
4. World Recognition
The Central Japan Railway Company (hereinafter called as “JR Central”) has received the twointernationally honorable awards regarding Shinkansen,
1)“Electrical Engineering Milestones”

The award was established by the Institute of Electrical and Electronics Engineers (IEEE) in1983 to honor important historic achievement in the field of electrical and electronic engineering.
The award was given to Shinkansen on July 13th, 2000.
2) The Landmarks in Mechanical Engineering
The award was established by the American Society of Mechanical Engineers (ASME) in 1971 to3

FIDIC Centenary Award
The Tokaido Shinkansen
honor important and historic achievements in the field of mechanical engineering. The award wasgiven to the Shinkansen for the first time to Japan on July 13th, 2000.
There have been only four times that these two awards were given to same achievement since theaward was established in 1971. This double award signifies the international recognition bestowed
on the advanced technology applied to the Shinkansen.
In addition to the above awards, Shinkansen was given the Brunel Award in 1989 forexcellent coloring design on maintenance & inspection vehicles, and the Special Award from the
US High Speed Association in 1988 for its 25 years achievement since its inauguration.
5. Technical Excellence and Innovation
JR Central has been continuously exerting efforts to achieve advanced electrical and mechanicalengineerings for Shinkansen to provide safe, reliable and comfortable service to passengers. Major
technical excellence and innovation are briefly introduced in the followings:(1) Embankment and Roadbed
As most of railway runs on relatively flat land, cutting off sections are not many except for hillyzone. There are no level crossings (all are grade-separated crossings), level of embankment
sections is approximately 6-7 m in height. Length of embankment sections is about 227 km, 44%of entire route, whereas that of cutting-off sections is about 48 km, 9% of entire route.
Roadbed affects greatly to construction cost, maintenance of railways and smooth operation of
Shinkansen. In design and construction of railway bed, following requirements were imposed:i) Surface layer of the roadbed does not collapse due to mud-pumping and dentii) land subsidence coefficient is above the thresholdiii) rate of continuous land subsidence is less than threshold
Based on these requirements, liquid limit, plasticity index, bearing capacity factor of railway bed
were specified. If necessary, sub-ballasts are added for evenly distributing pressure on railway bed.
In addition, 3% of inclination was made on the roadbed surface to enhance discharge of water aswell as to reduce dent on roadbed.
In soft ground, replacement of soft soil by firm soil and sand-drain treatment were applied.
In addition, as there are many grade-separated crossings, interface between bridge- structures andembankments are evenly constructed by avoiding discontinuous uneven settlement.
(2) Curve Radius and GradientTo secure safe operation of Shinkansen, straight line and large curve radius were selected forrailways route. Areas where slow operations are required such as Tokyo metropolitan area, curve
radius of greater than 2,500 m are imposed. There are 247 curved sections in the entire route
whose total length is about 215 km, 42 % of entire route.
Typical gradient of roadbed is designed up to 15‰ to prevent electric motors from high4FIDIC Centenary Award
The Tokaido Shinkansen
operational temperature. Higher gradient of 20‰ was allowed for a distance within 1 km.
(3) Bridges and Tunnels
A total length of long-span bridges is about 21 km, 4% of entire route in which 9 bridges exceed
500 m in length whereas the longest one is 1,374m. In designing the bridges, standard design was
employed to minimize construction period and cost. Common structural components were such as
RC concrete girder (2-30m）, PC girder( 8-35 m）, Plate girder(10-35 m), Composite girder (10-35m), Steel girder (3 x 60m, 1 x 60m), etc.
As Shinkansen runs in highly populated areas, elevated railway track were constructed to reduce
land acquisition cost. Space under the elevated track is used for public and commercial use. A total
length of elevated tracks is about 151 km, 29% of entire route.
There are 67 tunnels with a total length of 68 km, 13% of entire route, in which 12 tunnels exceed
2 km in length, whereas the longest one is 7,959 m.

The longest bridge(Fuji River)

The longest tunnel (Tanna)(4) Safety
No passenger fatalities or injuries due to train accidents such as derailment or collision incommercial train operations in 48 years of service.
1) TERRA-S (Tokaido Shinkansen Earthquake Rapid Alarm System)TERRA-S detects P-wave (Primary, longitudinal waves) which travel faster than S-waves(Secondary, transverse waves), and makes real time computation to identify scale of earthquakeand distance to the epicenter. This system estimates the extent of damage, before issuing awarning.

Detection of a large-scale earthquake will lead to immediate termination of powertransmission to safely bring all train operations to a halt. A total of 21 detection points have been
set up to ensure full coverage of the Shinkansen route, and to also provide information to train
services for conventional lines.

5FIDIC Centenary Award
The Tokaido Shinkansen

Train Control System in the Case of Earthquakes(TERRA-S)
2) Automatic Train Control (ATC)This system ensures smoother “one-step” braking from full speed to full stop. This smootherbreak control improves ride quality and also shortens stopping distance. ATC allows greater
flexibility and efficiency in train diagram as well.

ATC (Automatic Train Control)3) No level Crossings
No level crossings throughout the railway. This prevents from collisions as well as to assuresmooth operation.
4) Countermeasures against Derailment
Shinkansen employs derailment measures as new earthquake prevention countermeasures sinceOct. 2009. “Derailment prevention guards” are installed parallel to and inside of rails for6

FIDIC Centenary Award
The Tokaido Shinkansen
minimizing
deviation of wheels from rails during earthquake to prevent vehicles from derailment.

Derailment Prevention Guards(5) Reliability
As described in brief summary, annual average deviation from schedule is 0.6 minutes per train.
1) Computer Aided Traffic Control (COMTRAC)COMTRAC integrates various control systems such as Centralized Traffic Control (CTC),
Automatic Train Control (ATC), Centralized Information Control (CIC), Central Substation
Control (CSC) and Shinkansen Management Information System (SMIS). This system guarantees
safe, reliable and smooth operation of Shinkansen.

COMTRAC(Computer Aided Traffic Control)(6) High Speed
Shinkansen achieved the world’s first high-speed operations up to 210km/h in 1964. Latest models
have been keeping high performance (max. operating speed:270km/h) in comparison with otherforeign high-speed railways subsequently developed in Europe such as TGV (France)and ICE(Germany).

7

FIDIC Centenary Award
The Tokaido Shinkansen(7) High Performance in carrying Passengers
Shinkansen operates 323 trains/day and 143 million passengers/year.
(8) Efficient Maintenance System
In September 2001, JR Central introduced a new High-Speed Multiple Inspection Train, called as“Doctor Yellow”. This employs state-of-the-art technology that is capable of taking necessary
measurements on the track and catenaries while travelling at a speed of 270km/h and will
underpin the safety and reliability of the Shinkansen corridor.

Dr.Yellow(Multiple Inspection Train)(9) Cutting Edge Rolling Stocks
Since its first operation in1964, Shinkansen has been introducing state-of-the-art technology inrolling stocks (vehicles).So-called Series “0” (period: 1964-1999) operated at the max. speed of
210 km/h amazingly fast record at that time. The second generation, Series “100” (period:
1985-2003) improved interior accommodation. The third generation, Series “300” (period
1992-1999) achieved 270 km/h by developing light and durable body and efficient motor. The
fourth generation, Series “700” (period: 1999-present) further improved performance. The fifth
generation, Series “N700”(period: 2007 to present) at maximum speed of 270 km/h has

achieved 32% reduction in electricity consumption as compared with that of Series “0” operated at
maximum speed of 210 km/h. This advancement is made possible by following technologicalinnovation:i) forefront nose- attain optimum aerodynamic performance at high speed,ii) low-noise pantograph covered by streamlined body,iii) anti-vibration control device,iv) body inclination device that allows vehicles to operate without reducing speed at curved
sections,v) brake regeneration system that uses the motor as a generator to convert kinetic energy into
electric power when braking and then returns it to the overhead contact wires for othertrain to use.

8

FIDIC Centenary Award
The Tokaido Shinkansen

Energy Consumption Level of Shinkansen Trains

Introduction of New Energy-Saving Type Rolling Stock

Nose shape(Aero Double-Wing)

Low Noise Pantograph

Body inclining system

Advanced semi-active suspension system

9FIDIC Centenary Award
The Tokaido Shinkansen
6. Durability and Sustainability(1) Continuous operation
It should be noted again that Shinkansen has carried over 5,200 million passengers without any
fatalities or injuries since its operation in1964.
(2) Environmental Considerations
1) Emission of Carbon dioxide
Emission of Carbon dioxide of the Series N700 trains (4.2 kg CO2/seat) is about one twelfth of
airplanes (49 kg CO2/seat). This illustrates overwhelming advantage over airplanes.
2) Energy Efficiency
Shinkansen has increased its energy efficiency by introducing light and durable body,regenerative brake system, aerodynamically sound fore-front nose, high efficient power
converter systems, controlled inclination system, efficient pantograph, etc.
7. Construction of New Major Sub-Terminal, Shinagawa Station
Transport capacity of Shinkansen has continuously increased since its operation in 1964. In 1991,
it grew to 35% as compared with that of 1987 when JR Central has established. To keep highquality service and to cope with this increased demand for transport capacity, number of trains
were increased. However, it did not solve increased demand for transport capacity. The major
terminal, Tokyo station, could no longer respond to this demand but to construct new major
sub-terminal, New Shinagawa Station, locating close to Tokyo station.
The sub-terminal is not only able to cope with increased transport capacity but also contribute forflexible operation of trains. This will prevent trains from delay in schedule. In October 2003,
construction of New Shinagawa Station has increased convenience of passengers and has
contributed greatly in the development of East Shinagawa district by accelerating existing ongoing
construction.

Shinagawa Station
Based on the above facts and achievements, we recommend Shinkansen for FIDIC Centenary
Award.

10

Appendix
Shinkansen Network in Japan(Blue line : Tokaido Shinkansen)

Corporate Data

Operating Area
The core of JR Central s operations is the Tokaido Shinkansen, themain transportation artery linking Japan s principal metropolitan areasof Tokyo, Nagoya, and Osaka. The company also operates a networkof 12 conventional lines centered on the Nagoya and Shizuoka areas.
SAPPORO

Hokkaido
Railway Company

Area: Approx. 380,000 km2
Population: 127 million (As of the end of March 2010)
JR Central

Shinkansen

SHIN-AOMORIOther JR

Conventional Lines

NIIGATA

East Japan
Railway Company
West Japan
Railway Company

HIROSHIMAHAKATAOKAYAMA

TAKAMATSU

NAGANOKYOTOSHINOSAKA

Shikoku
Railway Company

TOKYO

NAGOYASHIZUOKA

Central Japan
Railway Co mpany

KyushuRailwayCompany
KAGOSHIMA-CHUO

Perc entages o f Japan as a whole
JR Central s Market Area
Area

Japan

(As of October 2010 )(as a whole)

Population

JR Central sMarket Area

(As of the end of March 2010 )Prefectural GDP(nominal) (FY2009.3 )8Po pulation Density (As of the end of March 2010)
other(Base)

Note : JR Centrals market area includes the following prefectures:Tokyo, Kanagawa, Chiba, Saitama, Ibaraki, Shizuoka, Yamanashi, Nagano, Aichi, Mie, Gifu,
Shiga, Osaka, Kyoto, Hyogo, Nara
: Area data to calculate Population Density is as of October 2010
Sources : Area Statistical Reports on the Land Area by Prefectures and Municipalities in Japan,
Geospatial Information Authority of Japan
Population Basic Resident Registration, Ministry of Internal Affairs and Communications
Prefectural GDP Annual Report on Prefectural Accounts, Cabinet Office,
Government of Japan

Appendix
Shinkansen Network in Japan(Blue line : Tokaido Shinkansen)
Corporate Data

Our Business

Engagement in Global Environment Preservation

Summary of Performance

Financial Section

Appendices

Inotani

Shiojiri
Takayama Line

TatsunoTokyo

Kofu
Chuo Line

Shinagawa

Taita Line

Mino-Akasaka
Ogaki
MaibaraShin-Osaka

Ise-Okitsu

Toyohashi Tokaido Line

Taketoyo Line

Matsusaka
Sangu Line

Taki

Tokaido Shinkansen

Toba

Kisei Line

ShinguConsolidated Operating
Revenues Composition

Merchandise and Other

Atami

Shizuoka
Operating Kilo meters

Tokaido Shinkansen

552.6kmConventional Line
Tokaido Line
Gotemba Line
Minobu Line
Iida Line
Taketoyo Line
Takayama Line
Chuo Line
Taita Line
Kansai Line
Kisei Line
Meisho Line
Sangu Line

360.1km
60.2km
88.4km
195.7km
19.3km189.2km174.8km
17.8km59.9km180.2km
43.5km29.1kmConventional Line

1,418.2km

Total

1,970.8km

Non-Consolidated Operating
Revenues Co mposition
Affiliated Businesses

Other Services
Real Estate

Kozu

NumazuObu

Taketoyo
Meisho Line

Fuji

NagoyaKameyama

Shin-Yokohama

Gotemba Line

Iida Line

TajimiKansai Line

Kyoto

Minobu Line

Mino-Ota

Gifu

Miscellaneous
FY 2011.3 data

Conventional Line

Tokaido Shinkansen

Transportation

Note: Consolidated composition is based on therevenues from outside of JR Central's group9