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It is also one of Japan’s national business cards-Shinkansen
Japan-Shizuoka-Under the Mount Fuji Picture from: IamDoctorEgg / Shutterstock.com
However, In the 21st century, Japan’s high-speed railways have also been hit by the rapid development of China’s high-speed railways.
China’s high-speed railway not only set a world record for the highest railway operation speed of 486.1km / h, but also squeezed the space of Japanese companies in the global market. In terms of high speed, the maximum speed of Japan’s high-speed railway is 320km / h, which is lower than the maximum speed of 350km / h on China’s Beijing-Shanghai high-speed railway and Beijing-Tianjin intercity railway. In terms of the average speed of railways, Japan’s high-speed rail is inferior to China’s high-speed rail.
Higher, faster and stronger in the railroad world
China-Beijing-Beijing South Station Picture from: Xizhimen Turnback Section / Picture Bug Ideas
So why is Japan ’s high-speed railway not our leader as the world ’s high-speed railway?How about high-speed rail?
The pity of the prince is far and wide, and the water is flowing everywhere.
On the eve of the opening of the Tokyo Olympic Games in 1964, Japan showed the world a rail transportation system with a maximum operating speed of 200km / h. This is the Tokaido Shinkansen from Tokyo to Osaka, and it is also the world’s first A successful high-speed railway system.
The Tokaido Shinkansen connects the two major economic centers of Japan, which is equivalent to the Beijing-Shanghai line of Japan
The picture only includes the four major islands of Japan and its surroundings, excluding the four northern islands and the Ryukyu Islands
There are necessary practical reasons for railway construction.
Japan is a densely populated but mountainous country. More than 70% of Japanese live on the Pacific side of Honshu Island and the plains of northern Kyushu Island. Industrial centers such as the Keihin Industrial Area, Nagoya Industrial Area, Hanshin Industrial Area, and Kitakyushu Industrial Area are also located along the Pacific Ocean and the Seto Inland Sea coast. The efficiency of traditional sea and road transportation in transportation has been difficult to meet the needs of Japan’s rapid economic growth .
There are not many plains on the Japanese islands.Industry, population centers and metropolitan areas are basically located along the southern Pacific Ocean
Picture from: AridOcean / shutterstock.com
Especially Japan ’s three major metropolitan areas (Tokyo Metropolitan Area, Osaka Metropolitan Area, and Nagoya Metropolitan Area) is increasingly driving the development of Japan Locomotive, and the original railway mileage in these areas accounted for only 3% of the total length of Japan’s railways, but it bears a quarter of Japan’s passenger and freight volume, and its transportation capacity has already been saturated.
The Tokyo metropolitan area gathers one third of Japan’s population, with extremely high population and economic activity density, slow travel modes cannot meet demand < / p>
Picture from: .chelys.eu /
In the late 1950s, the Ministry of Transport of Japan began to study the capacity of the East China Sea Railway. In the end, it was the consensus at the time to build a high-speed Shinkansen railway with standard gauge.
The Tokaido Shinkansen, completed in 1964, costs 380 billion yen, but significantly reduces the space-time distance of the three major metropolitan areas in Japan. (Tokyo The fastest time is 2 hours and 22 minutes to Osaka) , and has greatly promoted the development of Japanese metallurgical machinery manufacturing, civil electronics and other related service industries, which has a huge impact on the Japanese economy.
However, while vigorously developing the Shinkansen, Japan still retains a large number of ordinary speed railways (such as the Shinkansen and the main line in the figure). Intercity passenger and freight
Japan-Fuji City-Tokaido Shinkansen and Main Line
Picture from: google map
Since then, Japan has successively built high-speed railways such as the Tohoku Shinkansen, Sanyo Shinkansen, Kyushu Shinkansen, Hokkaido Shinkansen, Joetsu Shinkansen, and Hokuriku Shinkansen.
Basically covers large cities across the country, except for those that are relatively far away (such as Nagasaki and Sapporo, under repair)
The picture only includes the four major islands of Japan and its surroundings, excluding the four northern islands and the Ryukyu Islands
But a congenital unfavorable factor has limited the speed of the Japanese Shinkansen, making it difficult for vehicles to maintain their maximum speed for a long time. This is the limitation imposed by Japan’s topography and population distribution on route planning, construction planning, and construction.
Japan ’s high-speed rail also repaired a lot of tunnel chaos to shorten the distance, but there are too many mountains after all, and bridges and tunnels can only partially solve the problem. -img-note “label =” Picture Note “>
Japan-Tokaido Shinkansen-Yonehara Station
Picture from: tackune / Shutterstock.com
Although the Japanese high-speed railway, represented by the Tokaido Shinkansen, has expanded the radius of the curve as much as possible and greatly reduced the passage of urban areas during the construction process, it has straightened the line and increased the speed.
But we can see that the Tokaido Shinkansen has a turning direction in order to bypass the Fuji, Akaishi, and Miso mountains, and meet the travel needs of passengers along the Shizuoka and Shiga prefectures along the route. To the north, a large bend turning south, which makes the Tokaido Shinkansen more than 100 kilometers more straight than the straight line between Tokyo and Osaka. And other Shinkansen lines in Japan also have such planning and construction limitations.
If you draw a straight line between the mountains. That is actually the three major cities (Tokyo, Nagoya, Osaka).
All small and medium-sized cities are along the coast, and the coast is here along the mountain …
The base map is from: AridOcean / shutterstock.com
In addition, there are 17 stations along the 515.4 km Tokaido Shinkansen. This is the result of Japan’s abandonment of some settlements in construction.fruit. In contrast, there are 24 stations along the Beijing-Shanghai high-speed railway with a length of 1,318 kilometers in China.
In terms of density, a larger station spacing can bring better train driving conditions, while an excessively dense station spacing can only cause the train to slow down and enter the station soon after it has accelerated to the highest speed. Even for a direct train, its capacity will be squeezed by trains with more stops on the line.
On the other hand, high density is that the size of a single station is very small. Even the capital Tokyo Station (below) is not even as large as some third-tier cities in China
Japan-Tokaido Shinkansen-Tokyo Station
Picture from: google map
Every time you get to know Dongfengmian, it ’s always springing in spring
China’s high-speed railway can catch up later and catch up with Japan. An important factor is High-speed railway vehicle and wheel and rail technology diversification .
When the curtain of the leapfrog development of China’s railways was opened, the Ministry of Railways at that time proposed the development strategy of “introduction, digestion, absorption, and innovation” of China’s high-speed EMUs. After several rounds of bargaining prices, high-speed rail EMU technologies from four world-renowned railway vehicle companies, Bombardier of Canada, Kawasaki Heavy Industries of Japan, Siemens of Germany, and Alstom of France were introduced.
these four digits
Among them, the most classic case of commercial negotiations is the two rounds of bidding by the Ministry of Railways, which not only forced Kawasaki Heavy Industries and Alstom of France to agree to the conditions for technology transfer, but also caused Germany’s Siemens to lower the bids Attitude, to “sell” its own technology and EMU for 80 million Euros.
However, the four technologies are different and are not suitable for China’s high-speed rail. For example, Alstom in France is not suitable. It can only be used in Italy. Products from branch companies
French High Speed Rail at Lyon Train Station
Picture from Frederic Legrand -COMEO / Shutterstock.com
Based on the introduction of technology, China has also absorbed and integrated as much as possible the independent research and development achievements of high-speed railway wheel and rail technology in the past 10 years, and formed 6 series of harmonious EMUs .
Based on the Bombardier Regina C2008 EMU, Bombardier and China South Locomotive (China North Car and China South Locomotive are now merged into China CRRC) The Harmony CRH1 series EMU produced by Qingdao Sifang Bombardier is a joint venture formed by span>.
The CRH2 series Harmony EMU produced by Kawasaki Heavy Industries E2-1000 EMU in Japan is prototyped by CSR Sifang Locomotive.
The CRH3 series Harmony EMU, produced by the China North Locomotive Tangshan Rail Bus, is based on the German Siemens ICE3 (Velaro) .
The CRH5 series Harmony EMU, which is based on the French Alstom Pendolino Tilting EMU, is run by China North Railway Changchun Rail Bus.
CRH380 series Harmony EMU developed by CSR Sifang Locomotive through digestion, absorption and re-innovation; CRH6 series Harmony EMU developed by CSR.
380A (picture from: Cold Night Han Xing)
Although these foreign railway locomotive manufacturing companies exported vehicle technology to China, Objectively speaking, the locomotive and technology exported by these enterprises to China were not the most advanced at that time .
For example, the E2-1000 EMU exported by Kawasaki Heavy Industries in Japan is not the advanced Japanese railway technology preferred by the Ministry of Railways. The E2-1000 EMU has a maximum speed of 250km / h. There is a distance; and Alstom of France finally exported to China’s Pendolino Tilting EMU is the product and technology of its Italian subsidiary, which was also not an advanced vehicle and technology in Europe at the time.
Japan’s advanced technology is still very good
The speed should also drop to 200 in such snowy days
Picture from: tackune/ Shutterstock.com
On the basis of these prototype vehicles and technologies, China’s enterprises and scientific research departments have made a lot of improvements and technological updates.
For example, CRH2 series has been digested, absorbed and re-innovated by Qingdao Sifang Locomotive. Its latest CRH2C Harmony EMU has a maximum speed of 380km / h. In the process of developing CRH5 series, Changchun Rail Bus removed the functions of Pendolino EMU and combined with the needs of driving in the northeast and northwestern cold regions of China, developed CRH5G alpine EMUs and CRH5H windproof sand EMUs.
After all, we in Xinjiang and Tibet also need to repair high-speed rail. Such special circumstances can only add buffs by themselves.
The picture below is the CRH5H windproof sand type
Picture from: worm · creative
In 2017, the China Standard EMU “Fuxing” CR400AF and CR400BF, developed and led by China Railway Corporation, with full independent intellectual property rights, reached the world’s advanced level, and were officially put into operation, with a maximum speed of 400km / h and above The continuous running speed is 350km / h.
Now everyone is accustomed to this speed
Picture from: Xizhimen Turnback Section / Picture Bug Ideas
Light frost dies a single grass, and the wind is hard to destroy 10,000 acres of forest
In terms of railway construction and operation, although the privatization of Japanese railways has created a market-oriented competitive atmosphere for major railway groups, it has also limited the capital strength and construction and operation capabilities of railway construction and operating companies. .
From the perspective of the railway operation model, Japan ’s railway operation model is more complicated. There are self-built railway lines to operate, there are lines accepted by third-party railway companies to operate, and railway operation services are launched in the form of lease. Business. Although such a diversified operation method is highly flexible, it is difficult to make a unified plan in the planning and construction of the country’s medium and long-term railway network.
Shinkansen in different regions of Japan have different operators
Picture from: wikipedia-Shinkansen
From the perspective of the capital composition of railway operations, all the components of Japanese railway operators are more complicated.
For example, JR (Japan Railway Corporation) In the process of privatization, passenger transportation is divided into JR Hokkaido, JR East Japan, and JR Tokai , JR West Japan, JR Kyushu and JR four countries, but only JR East Japan, JR Tokai, JR West Japan and JR Kyushu only successfully completed the privatization transformation. The state-owned railway operating companies in Japan are currently mostly subway and tram operators in some regions. In addition, there are many private companies such as Nagoya Railway and West Japan Railway.Railway enterprises can be described as large and small, and most of them are not owned by each other.
Although these surnames are JR, they are actually independent of each other
Picture from: wikipedia @ Vladsinger
However, China’s railway construction and operation are relatively simple. The railway construction is mostly funded by the China Railway Corporation (formerly the Ministry of Railways) and local governments. In operation, 18 railway group companies under China Railway Corporation are generally responsible for it.
In this way, in the planning and construction of railways, China ’s high-speed railway construction has always maintained a “one-game chess” overall planning and construction process. The railway and local joint funding have ensured that the funds for railway construction are fully guaranteed, and local governments are more involved. The degree makes China’s high-speed railway lines have advantages in exploration, site selection, and demolition. This has created a realistic possibility for the planning and design of railways to achieve a larger curved radius and straightness of the lines.
Because of China ’s huge space and population size, the cost per capita is smaller, and there is a lot of land choice.
Zhengzhou East Railway Station, picture from: Yaochen Image / Picture Worm Creative
Although many railway construction units in our country are state-owned enterprises, they have also actively participated in bridge and tunnel projects, roads, and real estate development projects in recent years, accumulated rich experience in bridge and tunnel construction, and continuously innovated. The world’s construction engineering technology has made China’s high-speed railway construction “the world’s highest” in recent years.
Tianyou, who excavated the Tsinghua Garden Tunnel
Beijing-Zhanghai High Speed Rail opened late last year
Picture from: ic / worm creative
In addition, advanced bridge and tunnel technology projects have created conditions for shortening the mileage of high-speed railway lines, allowing the world-renowned “China Speed” to run on top of China’s high-speed railway lines.
“Xiongguan Pass is as iron as walking. In 2015, on the maglev test line in Yamanashi, Japan, the Japanese superconducting maglev train created a record speed of 603km / h, and the superconducting maglev high-speed rail line connecting Tokyo, Nagoya, and Osaka, Japan-the construction of the Central Shinkansen. Projects are also on the horizon.
In 2019, a 600km / h high-speed maglev test vehicle in China will be rolled off the assembly line in Qingdao. The battle over the speed of high-speed railways in the world will not stop in the face of the continuous advancement of human civilization.
The road to life has no choice but to run forward, so is the Road to Revival.
Articles from the publicPublic Number: Earth knowledge Bureau (ID: diqiuzhishiju) , author: Han Xing cold night.