nntsuzu/KFTT huggingface dataset:
English: The so-called mini-Shinkansen is originally 'an improvement of regular train lines and the through-operation of trains on Shinkansen lines through the introduction of the standard gauge,' and is not covered by the Shinkansen described in this article.
Japanese: また、いわゆるミニ新幹線はあくまでも「在来線の路線改良及び標準軌化による新幹線路線への直通化」であり、本稿における新幹線には該当しない。
English: Shinkansen originally means 'new trunk lines' in contrast to former trunk lines.
Japanese: 新幹線とは、元々は従来の幹線に対して「新しい幹線」という意味である。
English: For example, the name Tokaido Shinkansen was given because this line was built to increase the number of tracks of the Tokaido Main Line, a regular railway line.
Japanese: 例えば、東海道新幹線は在来線である東海道本線の線増として建設された為こう呼ばれた。
English: In nations other than Japan, bullet trains or super expresses are used for indicating Shinkansen, with Shinkansen itself also used in some nations.
Japanese: 日本以外の国々ではBulletTrain（弾丸列車）、SuperExpress（超特急）、もしくはそのままShinkansen（新幹線）の名で広く知られている。
English: When the operation of the Tokaido Shinkansen started in 1964, the name New Tokaido Line was used (even now, this expression is used on electric bulletin boards on train-cars of the Yokohama Municipal Subway).
Japanese: 1964年の東海道新幹線開業当初は、NewTokaidoLine（東海道新線）とも案内された（現在でも横浜市営地下鉄では車内電光掲示板で使われている）。
English: Today, the term of Shinkansen is used for each Shinkansen railway line, and for the name of each train on the Shinkansen or Super-express, for example, NOZOMI Super-express, is used, even for the local trains of a Shinkansen line.
Japanese: なお現在では駅内の案内板等では路線名としてはShinkansenを使用し、列車名を表す場合は各駅停車も含めて、例えばNOZOMISuperexpressなどと、Superexpressという名称が使われている。
English: The term of Super is used in the JR group to indicate that the trains on Shinkansen are positioned above the Limited Express on their regular railway lines ('the class above Limited Express' in Japanese).
Japanese: これはJRグループで特別急行列車を表すLimitedExpressより上位の列車という意味でSuperという単語を用いている（日本語で言えば「超特急」）と考えられる。
English: By the way, the announcement of "Welcome to the Shinkansen. This is the NOZOMI super-express…" is used in the trains.
Japanese: ちなみに、車内放送でも“WelcometotheShinkansen.ThisistheNOZOMIsuperexpress・・・”などと放送される。
English: Trains run at speeds exceeding 200 km/h over almost all sections of a Shinkansen railway.
Japanese: 新幹線鉄道は、その大部分の区間において200km/hを超える速度で運行する。
English: In addition to speed, high standards have been maintained for safety as well as passenger-friendliness, and its successful operation has offered an opportunity for other nations to review the value of high-speed railways.
Japanese: 速度のみならず、乗り心地や安全面でも高い水準が確保され、その成功は日本以外の世界各国において高速鉄道の価値を見直すきっかけともなった。
English: Newly laid railway routes different from those for regular lines are used (except for mini-Shinkansen).
Japanese: 路線は、在来線と別ルートで新規に建設した線路設備を用いる（ミニ新幹線を除く）。
English: The standard curvature radius is 2,500 m for the Tokaido Shinkansen (enabling a top speed of 255 km/h, with 270 km/h enabled for the N700 series Shinkansen trains only), and 4,000 m or more for the railways that were laid for the Sanyo Shinkansen or later (enabling trains to run at a top speed of 300 km/h over these curved sections, without decreasing its speed).
Japanese: 曲率半径は東海道新幹線が2,500m（制限速度255km/h、新幹線N700系電車のみ制限速度270km/h）、山陽新幹線以降に建設された各線は4,000m以上（現状の最高速度300km/hでは減速せず通過できる）が基本となっている。
English: However, the curvature radius rules are not applied to the sections in metropolitan areas, such as between Tokyo and Yokohama of Tokaido Shinkansen and between Tokyo and Omiya of Tohoku Shinkansen, and also to those close to the major stations where all trains on a Shinkansen stop.
Japanese: 但し、東海道新幹線の東京-新横浜間や東北新幹線の東京-大宮間のような都心部区間、あるいは全列車が停車する主要駅の前後においては、その限りではない。
English: Due to inevitable geographical reasons as well as the availability of necessary land, sections with a smaller curvature radius exist around Atami and Tokuyama, although not many trains stop at these stations.
Japanese: また、通過列車が多い熱海駅や徳山駅の前後などにおいても、用地や地形の関係からやむを得ず急曲線が存在する区間がある。
English: No crossing with roads is provided to prevent the trains from colliding with vehicles (for the regular railways where mini-Shinkansen are operated, the number of crossings are reduced, with safety measures strengthened as well).
Japanese: 自動車との衝突事故を防ぐため、踏切を一切設けない（ミニ新幹線として運行されている在来線の場合は、踏切数を削減すると共に保安設備を強化している）。
English: Furthermore, for disturbing Shinkansen train operation, punitive provisions more severe than those for disturbing train operation on regular railway lines are specified legally as well, based on the Special Measures Act on Punishment of Acts Endangering Safe Operation of Shinkansen Railways.
Japanese: また、列車の運行妨害等に対しては法律面でも「新幹線鉄道における列車運行の安全を妨げる行為の処罰に関する特例法」によって在来線より厳しい罰則を定めている。
English: To prevent physical injury from being caused due to, for example, touching a passing train, safety fences with moving gates are placed on platforms (for examples, in Shin-Yokohama Station and Shin-Kobe Station), or tracks for passing trains are provided separately from the tracks where trains stop (for examples, in Shizuoka Station and Fukushima Station (located in Fukushima Prefecture)).
Japanese: 通過列車との接触など人身事故を防ぐため、プラットホームに可動ゲート付きの安全柵を設ける（例：新横浜駅や新神戸駅など）か、通過線と待避線を分ける（例：静岡駅、福島駅(福島県)など）。
English: However, in the stations where the speeds of passing trains are not high, for example, Omiya Station (located in Saitama Prefecture) and Karuizawa Station, only safety fences are provided.
Japanese: ただし、大宮駅(埼玉県)や軽井沢駅など通過列車の通過速度が低い駅には安全柵のみ設けられている。
English: Initially, no fence was provided in Tokyo Station, Nagoya Station, Kyoto Station, Shin-Osaka Station, and Hakata Station of the Tokaido Shinkansen and Sanyo Shinkansen, but later, safety fences alone became provided in these stations as well.
Japanese: また、東海道新幹線・山陽新幹線の東京駅や名古屋駅、京都駅、新大阪駅、博多駅など全列車が停車する駅には、当初柵などは設けられてはいなかったが後に安全柵のみが設けられた。
English: On the Tokaido Shinkansen, safety fences are provided in some stations (for example, Shizuoka Station and Hamamatsu Station) as well, even though tracks for passing trains are provided separately from the tracks where trains stop.
Japanese: また、東海道新幹線では、静岡駅や浜松駅など、通過線と待避線が分かれていながら安全柵が設置されている駅もある。
English: From the viewpoints of increasing the passenger friendliness level and safety level as well as taking measures against noise, various new ideas have been introduced into the designs of the rails and turnouts (so-called points).
Japanese: 乗り心地や安全性の向上、騒音対策などから、軌条や分岐器（ポイント）にも様々な工夫が施されている。
English: In the section between the Iwate-Numakunai Station and the Hachinohe Station on the Tohoku Shinkansen line, approx. 60.4 km-long 'super-long rails' are used.
Japanese: 東北新幹線のいわて沼宮内駅-八戸駅間には、国内最長の延長約60.4kmに亘る「スーパーロングレール」が用いられている。
English: For the points, elastic turnout points (elastic turnouts), which enable the reduction of vibration in passing these portions, and movable nose crossings, which enable the spaces at the rail crossings to be filled up, are used.
Japanese: ポイントは、通過時の振動が少ない分岐器弾性ポイント（弾性分岐器）と、レール交差部の欠線部を埋めるノーズ可動クロッシングを使用。
English: For the turnouts which are located in the north of Takasaki Station and are used for making a branch between the Joetsu Shinkansen line and the Hokuriku Shinkansen line, the longest and highest-level points, which enable a branching train to pass the point at a speed of 160 km/s, are installed.
Japanese: また、高崎駅北方にある上越新幹線と北陸新幹線（長野新幹線）との分岐には、分岐側が160km/hで通過できる国内最高水準かつ最長のポイントが設置されている。
English: Long distances (30 -40 km) are provided between stations on the Shinkansen, because Shinkansen is mostly used for mid or long distance transportation.
Japanese: 新幹線の駅間距離は、中距離・長距離輸送を主とすることから、原則として在来線より長く取られている（30-40km程度）。
English: Due to their high speeds, it is impossible to operate the trains while checking signals located on the ground from the trains visually.
Japanese: 地上の信号機を車上から目視確認して運転する事は高速運転のため不可能である。
English: Therefore automatic train control devices (ATC) are used for operations, and instructions for operation are displayed in the operating room of the trains, based on signals available there.
Japanese: 自動列車制御装置(ATC)を備え、運転室内に車内信号による運行指示が表示される。
English: The Centralized Train Control unit (CTC) in the operation center controls the states of all trains in operation centrally.
Japanese: 運転指令所の列車集中制御装置(CTC)から、全ての列車の運行状況を一括管理している。
English: Currently, after the introduction of the Programmed Traffic Control system (PTC), all Shinkansen operations, including ordinary point control and signal control, automatic announcements in the stations, the management and maintenance of train-cars, and the generation of the train operation schedule for restoring operation after a traffic failure, are controlled by computers systematically.
Japanese: 現在では列車運行管理システム(PTC)も導入されており、通常のポイント操作や信号制御、駅自動放送から車両の管理整備、輸送障害時の復旧ダイヤの作成に至るまで、あらゆる業務がコンピュータによって高度にシステム化されている。
English: Nowadays, the AT power-feeding system is used throughout Shinkansen (initially, the BT power-feeding system was used in Tokaido Shinkansen).
Japanese: 饋電(きでん)方式は現在ではAT饋電方式に統一された（当初、東海道新幹線はBT饋電方式）。
English: The frequency of the commercial power supply is 50 Hz in the areas to the east of the Fuji River of Shizuoka Prefecture and 60 Hz in those to the west, and the operation of the Tokaido Shinkansen covers both of these areas.
Japanese: 静岡県の富士川を境に50ヘルツと60Hzの電源周波数区分を跨っている。
English: However, because the extension of the line to the Sanyo area was assumed from the start, the use of 60 Hz throughout the line was decided to simplify the specially high pressure devices required on the train-car side.
Japanese: しかしながら、当初から山陽方面への延長を構想していたため全線で統一し、車両側の特高圧機器の簡素化を図ったものである。
English: In the areas where the frequency of the commercial power supply is 50 Hz, the frequency is converted to 60 Hz for the Shinkansen line at a frequency conversion facility.
Japanese: なお、電源周波数区分50Hzの地域では周波数変換所が設けられ、新幹線電源用に60Hzに変換している。
English: On the Hokuriku Shinkansen line, the section where the 50 Hz power supply and the 60 Hz power supply are switched is provided between the Karuizawa Station and Sakudaira Station.
Japanese: 北陸新幹線（長野新幹線）は軽井沢駅-佐久平駅間で50/60Hzの切り替えセクションが存在する。
English: In each of the Sanyo Shinkansen line (constructed by extending the Tokaido Shinkansen line), the Tohoku Shinkansen line, the Joetsu Shinkansen line and the Kyushu Shinkansen line (the Kagoshima route), the power supplies with the same frequency as that of the area through which each Shinkansen line is operated (60 Hz for the Sanyo and Kyushu Shinkansen lines, and 50 Hz for the Tohoku and Joetsu Shinkansen lines) are used.
Japanese: 上記以外の山陽新幹線（東海道新幹線を延長した形で建設された）・東北新幹線・上越新幹線・九州新幹線（鹿児島ルート）の各新幹線はそれぞれの沿線地域と同じ（山陽・九州は60Hz、東北・上越は50Hz）。
English: In either electric system, the phase problem among substations (the frequency problem on the Hokuriku Shinkansen line) must be solved.
Japanese: いずれの電気方式においても、変電所間での位相（北陸新幹線においては周波数）の相違を解決する必要がある。
English: However, because continuous powered operation must be conducted for maintaining the high-speed operations, the boundary of a power-feeding section of a substation is switched on the ground, instead of providing a dead section (where trains pass in inertia with no power supply, to prevent the generation of arcs) used in regular railways lines.
Japanese: しかしながら、高速を維持するため連続力行運転を行うことから、変電所の饋電区間の境界は、在来線のようにデッドセクション（アーク発生防止のため惰行で通過する）ではなく、地上切替方式を採用している。
English: Entering such a section, the power supply from the substation used before entering the section is utilized initially, but when the entrance of the train to the section is detected, the power supply is switched to the one from the substation on the other side.
Japanese: 最初は進入側の変電所から饋電し、列車が切替区間に入ったことを検知すると進出側の変電所からの饋電に切り替える。
English: It takes approx. 0.5 second to make the switching, and almost no passengers notice that the switching operation was performed.
Japanese: この間はおよそ0.5秒程度であり、乗客が切替を感知することはほとんどない。
English: Even before the gauge was changed, 50 Hz, 20,000 VAC power supplies were used in the Yamagata Shinkansen line and the Akita Shinkansen line, both mini-Shinkansens.
Japanese: ミニ新幹線である山形新幹線と秋田新幹線は、改軌前より50Hz・20,000V交流電化された区間であった。
English: For powering trains, instead of the 'concentrated traction system' used for locomotives (including the many push-pull type concentrated traction systems employed in Europe, in which non-powered passenger train-cars are pulled), the distributed traction system (electric train-car system) in which motive force is distributed to each train-car, is used to increase the acceleration/deceleration ability, to make the train-cars lighter and to reduce the load on the railways.
Japanese: 機関車などにみられる「動力集中方式」（無動力の客車を牽引する方式で、ヨーロッパで多く採用されている動力集中方式プッシュプル方式もこの形式に属する）ではなく、動力を編成各車両に分散させる「動力分散方式」（電車方式）を用いて、加減速能力の向上・軽量化・軌道への負荷軽減を図っている。
English: However, because the electric/electronic devices to be installed on the train-cars increased, this system had a disadvantage in sales, compared to the concentrated traction system because of the high initial cost and the maintenance cost.
Japanese: ただし、車両に装備されるモーター等の電装部品が増える結果、初期コスト・メンテナンスコストが高くなるため、日本国外への販売では動力集中式に比して不利になることが短所であった。
English: However, nowadays, induction motors employing VVVF inverter control have been introduced in addition to the practical use of regenerative brakes, and this system has become advantageous in the aspect of applying brakes in high-speed operation, compared with the concentrated traction system, because in the latter system, mechanical or eddy-current brakes, not used for moving the train, must be provided on each of the attached, non-powered passenger cars (the distributed traction system has become used in some train-cars of the new-generation TGV and ICE).
Japanese: しかし昨今ではVVVFインバータ制御の採用による誘導電動機の導入や、純電気ブレーキの実用化により高速域からのブレーキ面で、付随客車に機械式ブレーキや渦電流ブレーキなど力行時に不要な機器を搭載する動力集中方式に対する優位性が生じつつある（新世代のTGVやICEも動力分散方式に移行している事例がある）。
English: In the concentrated traction system, stronger railways must be used and the ground under them must also be more solid, compared to the distributed traction system, to support the heavy weights of locomotive cars.
Japanese: 動力集中方式では動力車の重量に対処するため、動力分散方式より軌道・路盤を強化する必要がある。
English: To secure a large output power from an organization of train-cars as a whole and to use adhesion weight effectively, the ratio of the number of locomotive cars within an organization of train-cars is made as large as possible.
Japanese: 編成全体で大出力を確保し、粘着重量を有効に活用するため、編成内における電動車（動力車）の比率を極力多くする。
English: In the 0 series Shinkansen train cars used initially on the Tokaido Shinkansen line and Sanyo Shinkansen line, and in the 200 series Shinkansen train cars used initially on the Tohoku Shinkansen line and Joetsu Shinkansen, a locomotive car was used for each of the train-cars.
Japanese: 東海道・山陽新幹線の初代車両新幹線0系電車や、東北・上越新幹線開業時の車両である新幹線200系電車は全車が電動車であった。
English: A locomotive car is used for each of the 500 series Shinkansen train-cars on the Tokaido and Sanyo Shinkansen lines and of the 800 series Shinkansen train-cars on the Kyushu Shinkansen line, to operate the trains at a top speed of 300 km/h and to run them in steep slopes, respectively.
Japanese: また東海道・山陽新幹線で使用されている新幹線500系電車は最高速度300km/hの高速運転を行うために、九州新幹線の新幹線800系電車は急勾配を走行するために、全車が電動車となっている。
English: In the N700 series train-cars, which operate at the same 300 km/s as the 500 series train-cars on the Sanyo Shinkansen line, train-cars with no engine are also included, because the ability to control the idle running and skidding of wheels has increased.
Japanese: 山陽新幹線で500系と同じ300km/h運転を行うN700系電車は、空転及び滑走を防止する制御能力が向上したため、付随車が組み込まれている。
English: The power for braking the train-cars with no engine is ordinarily shouldered by the locomotive cars, and the brakes on the train-cars with no engine are operated only when an abnormality occurs, for example, the regenerating brake is disabled or breaking due to an emergency becomes necessary, or are also operated to maintain a stop state.
Japanese: 付随車のブレーキ力は通常は電動車がすべて負担し、回生ブレーキの失効、非常制動といった異常時や、停止状態を保持するときのみブレーキが動作する。
English: When a train enters a tunnel at a high speed, the air pressure changes, and therefore, an air-tight structure is employed for them to prevent the passengers from becoming uncomfortable due to the pressure change.
Japanese: 鉄道車両は、高速運転時にトンネルに進入するなどの気圧変動による居住性の低下を防ぐために気密構造となっている。
English: In the cab, the master controller and the brake are placed on the right side and on the left of the operator, respectively, contrary to those on the regular railway lines.
Japanese: 運転台構造ではマスター・コントローラーとブレーキの配置が在来線通勤電車とは左右逆の配置になっている。
English: It is said this is because the master controller is used more often than brake in the operation of the Shinkansen lines, and most of the operators are right-handed.
Japanese: これは新幹線ではブレーキよりも、マスコンの使用が多いため、多くの人の利き手である右側にマスコンを配置したためだと言われる。
English: To support operations at 200 km/h or more, the speed meter is not the round type used on regular railway lines.
Japanese: 速度メーターは200km/h以上の運転に対応するため、在来線のような丸型式は基本的に無かった。
English: In initial Shinkansen train-cars, speed meters of horizontal line types were used, and in the middle era, digital types in which the display was made using a slant line to a certain point and for higher speeds, using a horizontal line, with the speed displayed numerically in details in the lower-right portion.
Japanese: 初期の車両は横線式、中期の車両は途中まで斜線その後横線、その右下には細かな速度が表示されるデジタルタイプだった。
English: Then in some of the latest model train-cars, a glass cockpit is employed.
Japanese: そして最近の車両に関してはグラスコックピットを採用しているものもある。
English: In high-speed operations, it is highly possible that, for train protection (or to stop other trains for protection), use of fuses and short-circuiting-rails devices, both of which are used in regular railway lien operations, is inadequate.
Japanese: 高速走行を行うため、在来線と同じ信号炎管や軌道短絡器による列車防護（他の列車を停止させること）では他の列車が停止しきれない可能性が高まる。
English: Therefore, a train protection method different from those used in regular railway lines is utilized to stop other trains quickly at emergencies.
Japanese: そのため、緊急時に他の列車を迅速に停止させられるように在来線とは異なる列車防護の方式が採られている。
English: On the train side, an Emergency Ground Switch (EGS) is installed, and when the train operator pushes this switch during an emergency, other trains on the line can be stopped.
Japanese: 車両側には保護接地スイッチ(EGS)が装備され、緊急時には乗務員が運転台の「保護接地入スイッチ」を押すことにより、他の列車を自動的に停止させることができる。
English: On the railway side, a train protection switch is provided at 250 m intervals on the main railways and at 50 m intervals on platforms, and pushing this switch enables the ATC circuit to stop operating.
Japanese: 線路側には列車防護スイッチが、本線上には250m間隔、ホーム上には50m間隔で設置され、これを押すことでATC回路を停止信号にすることができる。
English: Concerning the wireless train protection device, its receiver alone is equipped on trains, and the transmitter is carried by an officer in charge of railway maintenance so that, when damage is inflicted on railways, for example, during railway maintenance work, the officer can stop the trains not equipped with ATC, for example, for the reason that the security method has been changed.
Japanese: 列車防護無線装置は車両には受信機のみが装備され、発信器は保線作業中に線路を支障させた場合、保安方式変更などでATCを使用してない列車を停止するため保線係員が携帯している。
English: In the sections called mini-Shinkansen lines (the section between Fukushima and Shinjo of the Yamagata Shinkansen line and that between Morioka and Akita in the Akita Shinkansen line), the gauge of the regular railway lines has been changed to the standard one to enable through operation as limited express through Shinkansen.
Japanese: ミニ新幹線と呼ばれる区間（山形新幹線の福島-新庄間、秋田新幹線の盛岡-秋田間）は、在来線の線路を標準軌に改軌改良し、新幹線直行特急として直通乗り入れを行っている。
English: These mini-Shinkansen lines are not formal Shinkansen lines legally as well as from the viewpoint of equipment, and basically are regular railway lines (these lines are called Shinkansen for convenience and for an image strategy for them).
Japanese: 法律や設備などの上では正式な新幹線路線ではなく、あくまで在来線である（これらの路線を新幹線と呼ぶのは、利便性やイメージ戦略上の理由である）。
English: Therefore, the highest speed of the operation is limited to 130 km/h, the same as regular railway lines.
Japanese: そのため、最高速度は一般の在来線と同じく130km/h程度に制限されている。
English: The operation style is sometimes called 'shin-zai chokutsu (unten)' (literally, through operation between a Shinkansen line and a regular railway line) because trains are operated through a Shinkansen line and a regular railway line.
Japanese: また、このような運転形態を、新幹線と在来線を直通することから「新在直通（運転）」と呼ぶことがある。
English: Gauge-adaptable train-cars have been developed in Railway Technical Research Institute to enable trains to be operated through a Shinkansen line and a regular railway line without changing the gauge, but it is not decided yet when practical use of these train-cars is to start.
Japanese: 在来線を改軌せずに新幹線への乗り入れを可能にする軌間可変電車の開発が鉄道総合技術研究所により進められているが、現在のところ実用化の時期は未定である。
English: * The nickname of 'Nagano Shinkansen line' is used, because the operation of the line does not reach Kanazawa in Hokuriku region until the 2014 fiscal year.
Japanese: ※は金沢までの延伸が予定されている2014年度までは北陸地方へ達していないため、便宜上「長野新幹線」という愛称が付けられている。
English: This was because the name of the "Nagano Shinkansen line" gave at that time the slight impression that "the line ends at Nagano," inviting from the Hokuriku region a strong protest that the naming may kill the prospect of the line being extended beyond Nagano.
Japanese: これは当時「『長野新幹線』という名称だと、『長野までで完成』というイメージが多少あり、長野以遠への延伸の芽を潰すことになりかねない」という、北陸の強い反対があったためである。
English: The term of 'Tokaido/Sanyo Shinkansen' and that of 'Tohoku/Joetsu Shinkansen' are sometimes used by combining Tokaido Shinkansen and Sanyo Shinkansen and combining Tohoku Shinkansen and Joetsu Shinkansen, respectively.
Japanese: 東海道新幹線と山陽新幹線を合わせて「東海道・山陽新幹線」、東北新幹線と上越新幹線を合わせて「東北・上越新幹線」と呼ぶことがある。
English: Only on the Tokaido Shinkansen line and Sanyo Shinkansen line, train-cars of another company run (train-cars of JR West run on the Tokaido section and those of JR Tokai run on the Sanyo section).
Japanese: 他社の車両が乗り入れているのは東海道・山陽新幹線（東海道区間にJR西日本の車両、山陽区間にJR東海の車両）のみである。
English: On each of the other Shinkansen lines, train-cars of the corresponding company alone run (some of the train-cars operated on the Yamagata Shinkansen or the Akita Shinkansen correctly are leased from the companies that own them).
Japanese: それ以外の新幹線はすべて自社車両（山形新幹線及び秋田新幹線用の車両の一部は正確には保有会社からの貸出）で運行されている。
English: Therefore, for a passenger to go from Hakata to Hachinohe (or from Hachinohe to Hakata), the passenger must always change trains.
Japanese: このため、現在、博多から八戸まで（その逆も）直通で行くことはできず、必ず同駅での乗り換えが必要とされる。
English: In the era of Japan National Railways, there were plans to operate trains through both Shinkansen lines (experimental 961-type Shinkansen train-cars were manufactured for testing the through operations, and platforms 14 and 15 for the Tokaido Shinkansen in Tokyo Station are curved towards the Tohoku Shinkansen line side, because they were made assuming that trains were to be operated through both Shinkansen lines).
Japanese: 国鉄時代には、当初両線の直通運転を前提として建設の計画がなされていた（直通運転の実験用に試験車両新幹線961形電車が製造された、また、東京駅の東海道新幹線14・15番ホームは直通を想定して作られたため、ホームが東北新幹線側にカーブしている）。
English: However, the through operation was not realized due to the following reasons: Almost no passengers existed traveling through Tokyo station, the frequency of commercial power supplies were different from each other (60 Hz for the Tokai and Sanyo Shinkansen lines, and 50 Hz for the Tohoku, Joetsu and Nagano Shinkansen lines), and in addition, there were differences in the train-car designs, for example, measures against snow fall were taken for train-cars on the Tohoku and the Joetsu Shinkansen lines.
Japanese: しかしながら、東京都を通過する需要がほとんどないという調査結果や、商用電源周波数の違い（東海道・山陽・九州新幹線は60Hzで、東北・上越・長野新幹線では50Hz）、それに東北・上越新幹線用のものには降雪対策が施されるなどといった車体設計の違いから、実現には至らなかった。
English: AS of 2008, because use of the Shonan Shinjuku Line operated through the center of Tokyo flourishes, and because the Tohoku-jukansen plan (the line on which trains are operated through the Tokaido main line and Tohoku main line) is in progress, demand for passengers who travel through Tokyo among areas, close to Tokyo, in the Kanto region (demand for commuters in particular) can be assumed.
Japanese: 2008年現在では、東京都心を縦貫する湘南新宿ラインの利用が好調なことや東北縦貫線計画が進められていることなどから、関東地方相互の近距離では東京を通過する需要（特に通勤需要）も想定しうる状況である。
English: However, concerning the Shinkansen lines, the prospect of realizing a through operation is considered small for the following reason in addition to the reasons described above: Each Shinkansen line is operated by a separate company, in contrast to the era of Japan National Railways (JR Tokai has decided that 16-car trains must be used for a through operation).
Japanese: しかしながら、新幹線については前述の理由に加え、国鉄時代と違い別会社の運行となっており、実現の可能性は低いと見られている（JR東海側の意向により、16両貫通の編成で無い限りは同社の路線への乗り入れは不可となっている。