Tokaido Shinkansen
Template:Short description Template:Use mdy dates Template:Use American English Template:Infobox rail line
The Template:Nihongo is a Japanese high-speed rail line that is part of the nationwide Shinkansen network. Along with the San'yō Shinkansen, it forms a continuous high-speed railway through the Taiheiyō Belt, also known as the Tokaido corridor. Opening in 1964, running between Tokyo and Shin-Ōsaka, it was the world's first high-speed rail line,<ref>Template:Cite web</ref> and it remains one of the world's busiest.<ref name="envoy"/><ref name="2012report"/> Since 1987, it has been operated by the Central Japan Railway Company (JR Central), prior to that by Japanese National Railways (JNR).
There are three types of services on the line: from fastest to slowest, they are the limited-stop Nozomi, the semi-fast Hikari, and the all-stop Kodama. Many Nozomi and Hikari trains continue onward to the San'yō Shinkansen, going as far as Fukuoka's Hakata Station. The different services operate at mostly the same speed.
The line was named a joint Historic Mechanical Engineering Landmark and IEEE Milestone by the American Society of Mechanical Engineers and the Institute of Electrical and Electronics Engineers in 2000.<ref name="ASME">Template:Cite web</ref><ref>Template:Cite web</ref>
History
The predecessor for the Tokaido and Sanyo Shinkansen lines was originally conceived at the end of the 1930s as a Template:Railgauge dangan ressha (bullet train) between Tokyo and Shimonoseki, which would have taken nine hours to cover the nearly Template:Convert distance between the two cities. This project was planned as the first part of an East Asian rail network serving Japan's overseas territories. The beginning of World War II stalled the project in its early planning stages, although three tunnels were dug that were later used in the Shinkansen route.<ref name="JPT50">Template:Cite web</ref>
By 1955, the original Tokaido line between 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.Template:Sfn In 1957, a public forum was organized to discuss “The Possibility of a Three-hour Rail Trip Between Tokyo and Osaka.”<ref name="JPT50"/> After substantial debate, the Japanese National Railways (JNR) decided to build a new Template:Railgauge line alongside the original Template:Railgauge one to supplement it.Template:Sfn 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.<ref name="JPT50"/>Template:Sfn
The Diet approved the plan in December 1958, agreeing to fund Template:JPY out of the Template:JPY required over a five-year construction period. Then-finance minister Eisaku Satō recommended that the rest of the funds should be taken from non-governmental sources so that political changes would not cause funding issues.Template:Sfn Construction of the line began on April 20, 1959 under Sogō and chief engineer Hideo Shima. In 1960, Shima and Sogō were sent to the United States to borrow money from the World 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".<ref name="JPT50"/>Template:Sfn Severe cost overruns during construction forced both of them to resign.<ref>Template:Cite web</ref> The opening was timed to coincide with the 1964 Summer Olympics in Tokyo, which had already brought international attention to the country. Originally, the line was called the New Tokaido Line in English. Just like the original railway line, it is named after the Tokaido road that has been used for centuries.
Initially, there were two services: the faster Hikari (also called the Super Express) made the journey between Tokyo and Shin-Osaka in four hours, while the slower Kodama (or the limited express) made more stops and took five hours to travel the same route.<ref>Template:Cite magazine</ref> A test run was conducted August 25, 1964, simulating a Hikari service. The run, which was deemed "very successful" by then-JNR president Reisuke Ishida, was also broadcast on television by NHK.<ref name="NYTtest">Template:Cite news</ref> On October 1 that same year, the line was officially opened, with Hikari 1 as the inaugural train from Tokyo to Shin-Osaka and Hikari 2 in the other direction.
A travel time of four hours, however, did not make full use of the Template:Convert promise of the new system.<ref name="tetsudocom160">Template:Cite news</ref> JNR were concerned that the track foundations had not sufficiently settled, and test were in fact frequently encountering issues, due to the rushed construction and testing schedule.<ref>Template:Cite news</ref> As a precautionary buffer, initial timetables were set so that trains could keep to a maximum speed of Template:Convert; drivers were to only exceed that speed to recover from delays.<ref name="tetsudocom160" /><ref name="ITmedia210">Template:Cite news</ref> One of the drivers of the inaugural Hikari 2 skirted around the edict as a service to passengers by deliberately slowing the train before pushing the train full throttle on sections where the track was known to be most stable.<ref>Template:Cite news</ref>
In November 1965, both services had their schedule reworked so that the new timetable listed travel times of Template:Nobr for the Hikari and Template:Nobr for the Kodama,<ref>Template:Cite magazine</ref> with Template:Nobr running now permitted under normal circumstances.<ref name="tetsudocom160" />
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.<ref>Template:Cite journal</ref> Despite the difficult financial situation throughout the 1970s, the loan from the World Bank made in 1959 was paid back in 1981.<ref>Template:Cite news</ref>
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 the 300 Series and the Nozomi, the line's fastest service which took two and a half hours to traverse the route with a top speed of Template:Convert, on March 14, 1992.<ref>Template:Cite journal</ref><ref>Template:Cite web</ref><ref>Template:Cite web</ref>
New platforms for Shinkansen services at Shinagawa Station opened in October 2003, accompanied by a major timetable change which increased the number of daily Nozomi services, which was now higher than the number of Hikari trains.<ref>Template:Cite web</ref><ref>Template:Cite web</ref> Initially, certain Nozomi and Hikari services did not stop at the station, with some skipping either Shinagawa or Shin-Yokohama, and the plurality of services stopping at both. From March 2008 onward, all services stop at both stations.<ref>Template:Cite report</ref><ref>Template:Cite web</ref> Another station was planned to open in 2012 to serve Rittō, 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 surrounding Shiga Prefecture and the Supreme Court of Japan ruling the Template:JPY bond that the city had issued to fund construction was illegal and had to be canceled.<ref>Template:Cite news</ref>
The next speedup, which raised the top speed to its current Template:Convert 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.<ref>Template:Cite web</ref><ref>Template:Cite web</ref> Initially, just one service per hour would run at this new speed.<ref name="jrcentral20140227">Template:Cite web</ref> After the replacement of the older, slower 700 series with the N700 series in July 2007 and the N700S series in March 2020, a new timetable taking advantage of the speed increase with more services was planned.<ref>Template:Cite web</ref><ref>Template:Cite news</ref> However, the COVID-19 pandemic further delayed these plans as service was temporarily cut.<ref>Template:Cite web</ref> An automated operating system is planned to be implemented for the line by 2028, with test runs starting in 2021.<ref>Template:Cite web</ref>
Stations and service patterns
Template:Unreferenced section Legend:
| ● | All trains stop |
|---|---|
| ▲ | Some trains stop |
| ｜ | All trains pass |
Rolling stock
Template:More citations needed section
- N700A series 16-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 series 16-car sets, since July 1, 2020 (owned by JR Central and JR West)<ref name="mainichi20160624">Template:Cite web</ref>
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.<ref name="jrcentral20151022">Template:Cite web</ref> N700S series sets were then introduced on Tokaido Shinkansen services from July 1, 2020.
-
N700A series in September 2021 -
N700S series in March 2020
.jpg)
Former rolling stock
- 0 series 12/16-car sets, October 1, 1964, to September 18, 1999 (owned by JR Central and JR West)
- 100 series 16-car sets, October 1, 1985, to September 2003 (owned by JR Central and JR West)
- 300 series 16-car sets, March 1992 to March 16, 2012 (owned by JR Central and JR West)
- 500 series 16-car sets, November 1997 to February 2010 (owned by JR West)
- 700 series 16-car sets, March 1999 to March 2020 (owned by JR Central and JR West)
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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
Former non-revenue-earning types
- 922 (Set T1) (1961 to 1976)
- 922 (Set T2) (1974 to 2001)
- 923 (Set T4) (Until 29 January 2025)
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JR Central Class 922 "Doctor Yellow" set T2, October 1998 -
JR Central's Class 923 "Doctor Yellow" set T4 on the Tokaido Shinkansen, September 2021
Timeline
Template:Tokaido Shinkansen graphical timeline
Classes and onboard services
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 31, 2023, due to falling sales and labor shortages.<ref>Template:Cite web</ref> 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.<ref>Template:Cite web</ref>
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.<ref name=":0">Template:Cite web</ref>
Since 2020, reservations are required to take large pieces of luggage on Tokaido Shinkansen trains.<ref>Template:Cite web</ref>
Japan Rail Pass
The Japan Rail Pass is a rail pass available to overseas visitors which allows travel on most major forms of transportation provided by JR Group companies, including the Tokaido Shinkansen. Japan Rail Pass holders can ride Hikari or Kodama services free of charge, and since October 2023, pass holders can also ride the Nozomi service by purchasing a special supplementary ticket. Japan Rail Passes purchased prior to this were not valid on Nozomi services, and passengers were required to purchase a full fare ticket to use this service.<ref>Template:Cite web</ref> Certain regional Rail Passes let passengers ride all services, including the Nozomi. These passes typically have limited coverage and shorter usage periods compared to the full Japan Rail Pass.<ref>Template:Cite web</ref>
Ridership
From 1964 to 2012, the Tokaido Shinkansen line carried approximately 5.3 billion passengers.<ref name="2012report"/> Ridership increased from 61,000 per day in 1964<ref name="2011report"/> to 391,000 per day in 2012.<ref name="2012report"/> 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.<ref>Template:Cite journal</ref>
| Year | 1967 | 1976 | 2004 | Mar 2007 | Nov 2010 | 2012 |
|---|---|---|---|---|---|---|
| Ridership (Cumulative) | 100 | 1,000 | 4,160<ref>Template:Cite web</ref> | 4,500<ref>Central Japan Railway Company Annual Report 2007. Retrieved on 28 April 2009. Template:Webarchive</ref> | 4,900<ref name="envoy">Template:Cite web</ref> | 5,300<ref name="2012report"/> |
| Year | 1967 | April 1987 | April 2007 | April 2008 | April 2009 | April 2010 | April 2011 | April 2012 |
|---|---|---|---|---|---|---|---|---|
| Ridership | 22<ref name="2011report"/> | 102<ref name="2011report"/> | 151<ref name="2011report"/> | 149<ref name="2011report"/> | 138<ref name="2011report"/> | 141<ref name="2011report"/> | 149<ref name="2011report">Central Japan Railway Company Annual Report 2011. Retrieved 3 June 2013. Template:Webarchive</ref> | 143<ref name="2012report">Template:Cite web</ref> |
Future stations
It was announced in June 2010 that a new Shinkansen station in Samukawa, Kanagawa Prefecture was under consideration by JR Central. If constructed, the station would open after the Chuo Shinkansen, the new maglev service currently under construction, begins operations.<ref>Template:Cite web</ref>
Shizuoka Prefecture has long lobbied JR Central for the construction of a station at Shizuoka Airport, which the line passes directly beneath. The railway has so far refused, citing the close distance to the neighbouring Kakegawa and Shizuoka stations. If constructed, travel time from the center of Tokyo to the airport would be comparable to that for Tokyo Narita Airport, enabling it to act as a third hub airport for the capital.<ref>Template:Cite web</ref> As the station would be built underneath an active airport, it is expected to open after the new maglev line.<ref>Template:Cite web</ref>
See also
- Chuo Shinkansen, a high-speed maglev line under construction between Tokyo and Nagoya
References
Sources
External links
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