High Speed Rail Forum - Canberra 26/6/2013 Building the Backbone of the Nation -The Japanese Experience – 50 years- Gen Okajima Central Japan Railway Co. Sydney © Tokaido Shinkansen • The World’s FIRST High-Speed Rail - In operation since 1964 funded by World Bank (*French TGV since 1981, German ICE since 1991) • Even now, the Leading High Speed Rail in the World Series 0 (1964) 1st Generation Series N700 (2007) 5th Generation © Key Features of the Tokaido Shinkansen - Safety ZERO passenger injuries or fatalities from train accidents © Key Features of the Tokaido Shinkansen - Punctuality minutes / train *1 *2 *1 : Including delays due to uncontrollable causes, such as natural disasters *2 : Standard for train delays; JR Central : “delay” = >1 minute, Europe : “delay” = >15 minutes © Key Features of the Tokaido Shinkansen - Mass Transport Train Schedule Diagrams as of March 2012 6:00 7:00 8:00 9:00 ・・・ Tokyo Shinagawa 323 trains/day 386,000 passengers / day 3 min. intvl at peak time Shin-Yokohama *1 Nagoya Kyoto Shin-Osaka *1:Excluding extra service 5 © Core Concept of Tokaido Shinkansen Safety, Punctuality, Mass Transport and Low energy Consumption are ensured by the Core Concept of Tokaido Shinkansen 1) Crash Avoidance HSR Concept on a Dedicated Track 2) Integrated Management of the HSR System What is “Crash Avoidance HSR Concept”? 6 © Crash Avoidance Concept Concept of Crash Avoidance on a dedicated track is characterized by two key cornerstones: - The use of dedicated tracks exclusively for highspeed passenger rail service - A fail-safe, reliable, proven Automatic Train Control (ATC) 7 © Dedicated Tracks for High-Speed Passenger Rail - Complete separation from: • Freight traffic (pulled by heavy locomotives with lower braking performance) • Lower speed passenger traffic (poor running performance) • Road traffic Shinkansen Road Traffic Zero possibility of catastrophic collision with freight, lower speed passenger and road traffic 8 © Fail-safe, reliable, proven Automatic Train Control (ATC) - Eliminates possibility of collision with the preceding train - 100% safety record in Japan for over 48 years Brake Pattern (iv) When Speed > Brake Pattern Applying Brake Command Speed (Running Curve) (iii) On-board ATC System calculates Brake Pattern Preceding Train ATC Ground Facility (ii) Information regarding Location of Preceding Train ATC Ground Facility © (i) Detecting the Preceding Train HSR System Integrated Management - Is good hardware a sufficient condition for a safe and reliable HSR system? NO - Accurate operation of HARDWARE requires compatible SOFTWARE. - Integrated Management of Tokaido Shinkansen Operation has produced 48 years of proven success. Totally Integrated System Software Hardware - Rolling stock - Ground facilities and track - Signal system “ATC” - Employee education and skills - Maintenance - Operation management - Electrical facilities 10 © Komaki Research Center 研究施設概要（現在） Real Scale Test Structure The Facilities Building A Test Facilities Building C Track & Structural Dynamics Simulator Test Track Opened July 2002 Ground area Employees © Site area: Approx. 73ha Use area: Approx. 20ha Research & Development Division: Approx. 120 Planning & Project Division: Approx. 30 Research and Next Generation 300X Test Runs Approx. 200 times above 350km/h Maximum Speed Record 443km/h (in 1996) © Next Generation Superconducting Maglev (SCMAGLEV) Operating Speed: 500km/h Chuo Shinkansen Project: Under assessment of environmental impact Commence operating Tokyo-Nagoya section by 2027 Maximum Speed Record 581km/h (in 2003) © Life with HSR • Impact on your society • Challenges © Contents • Impact on your society • Challenges © Impact of Shinkansen on Society 1. Connection of Communities 2. Regional Development 3. Business Opportunities 4. Sustainable Lifestyle © Impact of Shinkansen on Society 1. Connection of Communities 2. Regional Development 3. Business Opportunities 4. Sustainable Lifestyle © 1. Connection of Communities Tokyo Hakata Osaka Tokyo Hakata After Tokaido & Sanyo Shinkansen opened Ref: A GENERALIZED SOLUTION OF TIME-DISTANCE MAPPING, E. Shimizu et al. Univ. of Tokyo, 2004 © 1. Connection of Communities Kyushu Shinkansen Section A in 2004 (A+B: 3h40m -> 2h10m) Full section in 2011 (A+B: 2h10m -> 1h19m) B A © 1. Connection of Communities– Visitors From Hiroshima region From Osaka region +162% +407% By any modes +54% +33% Purpose to Kumamoto Others 37% (Yellow circle) Tourism Shinkansen Only Ref. Kumamoto Prefecture Conference Material 2012 © 13% Business 33% Returning home 17% Impact of Shinkansen on Society 1. Connection of Communities 2. Regional Development 3. Business Opportunities 4. Sustainable Lifestyle © 2. Regional Development –Shinyokohama Sta. Shin-Yokohama Station 2012 Shin-Yokohama Station now 1964 Immediately after opening *Introduction of HSR promotes development of the areas around its stations © 2. Regional Development Shin-Yokohama Station Number of Boarding Passengers (Daily Average) © 2. Regional Development –Shinagawa Sta. 1995 Before opening Shinagawa Station Shinagawa Station was opened at 2003 2012 Shinagawa Station today © 2. Regional Development (Economic Growth) Unit: ¥ trillion (for GDP), 100 million passenger-kilometres (for Ridership) 600 GDP 500 400 300 Ridership 200 100 (FY) 0 1964 1970 1980 1990 © 2000 2009 Impact of Shinkansen on Society 1. Connection of Communities 2. Regional Development 3. Business Opportunities 4. Sustainable Lifestyle © 3.Business Opportunities JR Central Towers -Nagoya Station- Early1990’s Opened in 2000 © 3.Business Opportunities Creation of Affiliated Business Jobs Operating Revenues of Consolidated Subsidiaries •Merchandise •Real Estate •Hotels •Travel agency etc © JPY 511 B (App. $5.1B) (Mar 2012 AU$1=JPY100) Impact of Shinkansen on Society 1. Connection of Communities 2. Regional Development 3. Business Opportunities 4. Sustainable Lifestyle © Environmentally Friendly – Energy & CO2 Comparison of Energy Consumption per Passenger Seat Series N700 “Nozomi” Basis (90MJ/seat) Airplane (B777-200) 8 times (746MJ/seat) Comparison of CO2 emissions per Passenger Seat Series N700 “Nozomi” Basis (4.2kg-CO2/seat) Airplane (B777-200) 12 times (50kg-CO2/seat) Source: Calculation based on running performance (JR Central figures)Series N700 "Nozomi" (Tokyo~Shin-Osaka) :JR Central calculations with reference to ANA CSR Report 2011 © Contents • Impact on your society • Challenges © Challenges •Financing •Cost Effectiveness •Noise and Vibration © Challenges •Financing •Cost Effective •Noise and Vibration © Financing – Practice in Japan (First Leg) Total costs : US$1B (in 1963 terms. US$1=360yen) •Loan from World Bank: US$90M -Interest rate 5.75%, 20 years (repaid in 16.5 years) JRC (operator) owns its infrastructure © Financing – Practice in Japan (Since 1997) Government Operator Central : 82% Local: 18% Lease Infrastructure Fee © Financing – JBIC Japan Bank for International Cooperation - Policy finance institution - 100% owned by the Japanese Government - Outstanding loan/equity/guarantee : >JPY13,000B As of Mar 2013 - Financing for overseas infrastructure as well HSR system is an eligible sector © Financing – JBIC Case in UK (2012) Concession UK Gov. Franchise Rolling stock Provider Lease / Maintenance / Depot Loan Availability Payment Operator JBIC finance •￡1.0B (45% of total debt (2.2B)) •30 years © JBIC Others Financing – Value Capture JRC examples Restaurants Souvenir shops Warehouse Parking Restaurants City Hotel Leased offices Department Store Resort Hotel Hotel Restaurant Shopping mall Leased offices Business Hotel Shopping mall © Shopping mall Challenges •Financing •Cost Effective •Noise and Vibration © Capital Costs of the 1st Section (SYD-CAN) Power, 0.9 Permanent way, 1 Land, 1.3 General civil works, 1.2 Bridges and viaducts, 1.6 Signalling, 0.4 Total $18B (indicative) Tunnels 6.6 Earthworks, 2.4 Stations, 2.5 © Challenges – Cost Effective Construction(1) Smaller Infrastructure •Smaller tunnels •Less land acquisition Tunnel Cross Section <320km/h Shinkansen 63㎡ TGV 100㎡ TGV-POS LGV Est 4.3m Size of lanes Small 4.5m Large Source: Japanese Government, Ministry of Land, Infrastructure, Transportation and Tourism © Challenges – Cost Effective Construction(2) Axle load 11.2 3 16 2 17 1 5 15 t 10 Less sturdy structure with light body * Source : ”World High Speed Rolling Stock,” UIC Website, May 2009 © Ongoing Costs of Sydney-Melbourne section Rolling stock maintenance 12% Ticketing cost 11% Traction power 45% Administration 11% Train crew/station staff 11% Infrastructure operation and maintenance Station maintenance 4% 6% © Challenges – Cost Effective Operation (1) Reducing the cost of traction power Light rolling stock Regenerative braking system Streamlined car body with low air resistance Based on our simulation* and Phase 2 Report Traction power could be much reduced *JRC simulation based on public data assuming 50km level tracks between stations the simulation used data from. TGV: “TGV POS PREPARES to enter service,” Railway Gazette International, Dec. 2006, P784-785 ICE: “ ICE Multiple Unit for the European High-Speed Rail Services of German Rail (DB AG) and Netherlands Railways (NS),” Technical Information, Siemens AG © Challenges – Energy Consumption Simulation Energy Consumption per Seat (Wh/km/seat) 57 55 TGV-POS ICE-3 26 N700 JRC simulation based on public data assuming 50km level tracks between stations the simulation used data from. TGV: “TGV POS PREPARES to enter service,” Railway Gazette International, Dec. 2006, P784-785 ICE: “ ICE Multiple Unit for the European High-Speed Rail Services of German Rail (DB AG) and Netherlands Railways (NS),” Technical Information, Siemens AG © Challenges – Cost Effective Operation (2) Axle load 11.2 3 16 2 17 1 5 10 15 t Less damage to infrastructure © * Source : ”World High Speed Rolling Stock,” UIC Website, May 2009 Challenges •Financing •Cost Effective •Noise and Vibration © Challenges – Noise and Vibration Less noise and vibration with light and streamlined body © Concluding Comments © Australia ready to take advantage of HSR •Decent public transportation •High travel demand (not population) •Financial capacity (high credit rating) © Thank you for your attention. Please feel free to contact us at: Central Japan Railway Company--Sydney Suite 501, Level 5 20 Hunter Street, Sydney 2000 E-mail: [email protected] Phone: (02) 9221 6922 ©
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