Is Japan's Railway Technology Fading Out of Spotlight?

　Japan is well known for one of the most advanced and reliable railway technologies. High-speed train "Shinkansen", crazy punctuality of the system, and more to be listed.

　But how about present day; are Japanese trains still at top tier? Are we hearing more and more rail technologies from another country ? (not to be mentioned)

Is Japan's rail technology fading out of spotlight?

But every answer has a reason behind. Today, I would like to discuss about current status of Japan's rail technology, including the current situation of Japan itself...

"FASTEST" is not always the answer.

　Shinkansen, the world's first high-speed train, rolled out in 1964 just 10 days prior to the 1964 Tokyo Olympics. The operating speed was initially 210 km/h and gradually increased over time. Today, Some countries HST operates up to 350 km/h, while Shinkansen only tops up 320 km/h. Some Shinkansen lines are only limited between 260 and 275 km/h. In fact, The current model "N700S" of Tokaido Shinkansen can easily reach 360km/h, and the test-trains from the 1990s could fly at 420 km/h. But it never hits 350 km/h in commercial operation.

　Faster train is always a challenge to engineers. With great speed, comes great responsibilities. More noise pullution, more vibration, and higher maintenance costs on both track and train.

　Another reason is that Shinkansen's system itself was never built for 350 km trains at first. There is a law called NATIONWIDE SHINKANSEN RAILWAY DEVELOPMENT ACT (Zenkoku Shinkansen Seibi Hou) established in 1973. The law requires that construction costs shall be partially subsidized by the local government. Shinkansen was meant to link between major cities, but since local government had to paid for the construction costs, they would be really upset if no trains stopp at their city. As a result, some Shinkansen lines has too frequent stations. While the train is reaching the maximum speed, it needs to put the brakes for the next station.

Hokuriku Shinkansen stations. Note that not every trains stop at all stations.

　However, the law does not apply on Tokaido, San-yo, Tohoku Shinkansen. That is why some trains could run up to 300 (or 320) km/h. Yet they still need to follow  a bunch of regulations such as noise pollutions, adding the fact that Japan is not a large country, so "FASTEST" is not always the "MOST ECONOMICAL" answer for Japan.

How about "MAGLEV"

　If fastest was not the answer, then why Japan has been researching on maglev since Tokaido Shinkansen even started commercial service?

　They had once a dream to link Tokyo, Nagoya, and Osaka within one hour. But not only fascinating speed up to 500 km/h, the "CHUO SHINKANSEN" project is expected to be an alternative route between those major cities too. Today, Tokaido Shinkansen has reached its capacity, while the infrastructure keeps getting older. Japan also concerned about possibilities of natural disasters such as mega earthquake that could potentially damage the Tokaido Shinkansen in the future, that is why alternative route for Tokaido Shinkansen is necessary.

　A decade ago, The first section between Shinagawa (Tokyo) and Nagoya was proposed in 2027. However, Shizuoka prefecture kept insisted the construction, because they claimed that it will damage the natural water resource. In fact, only 9 kilometer of the tunnel passes Shizuoka, and the local government doesn't need to pay at all... (The maglev project is almost fully funded by JR Tokai)

　However, compared to another countries that claims to built 600 km/h maglev without any test track, Japan has solid proof that their maglev could run up to 603 km/h. while operation is limited at 505 km/h, which is still fascinating. But while the construction were being delayed, the cost keeps rising faster than the maglev itself...

Alternative Energy on Railway System.

　Here is another topic which is also a global trend due to global warming crisis. In fact, Japan launched world's first commercial diesel hybrid train (JR HB-E200) in 2007, following the battery-powered train (JR EV-E301) in 2014, and kept developing the fuel-cell train (E995, FV-E991) since 2005, aiming for the commercial service in 2031.

　Today, hybrid trains are getting more recognized in Japan, but the pure battery-powered trains are still limited on few lines, Karasuyama line in Tochigi, Oga line in Akita, Wakamatsu and Kashii line in Fukuoka. These only sum up about 100 kilometers, only 0.5% of total JR lines...

Possible reasons that battery-powered train is not popular in Japan are...

　　1. More than 60% of the lines are already electrified.
　　2. Current model has running distance up to 100 km per charge, but conserning that battery's state-of-health decreases over time, the safety factor is applied, so the running distance is limited to ~40km per charge.

JR Kyushu Series 819 "DENCHA"

Based on previous EMU model, it can even co-operates with EMU !

　There are still some local lines that seems suitable for BEV trains, but those lines are not so profitable. Here comes another fact that Japan takes serious in balancing between technology costs and total O&M costs. so they keep discussing whether investing in battery-powered trains are really profitable for them, prior to environmental issues...

　The Fuel-cell technology is also another popular topic. Many buses in Tokyo are now running on Hydrogen, and they are trying to put the fuel-cell system it on the train. Yet they still need to ensure the safety, since Hydrogen is highly flamable, and it acts weird with metal storage tank or equipment.

Japan has planned about Fuel-cell train since 2005.

They even dreamed that one day, FCV could replace conventional EMU using overhead wires.

　Another issue is the domestic supply chain of Hydrogen. Today, Japan imports Hydrogen from abroad, which being transported by diesel-powered ship... Oh, ship. Does this mean shipping Hydrogen emits more Carbon Dioxide? The discussion about total carbon emission in overall process is always on the table, including the cost of it. For example, installation of solar panels without a proper planning could led to deforestation.

Not even Bi-Mode

　Bi-Mode train has both diesel engine and pantograph installed, so it can run with diesel engine on local line, and raise up the pantograph while running on electrified main line. Japanese manufacturer "HITACHI" provides a lot of Bi-Mode trains outside Japan. Despite there still many express/local trains in Japan that runs half&half like that, Bi-Mode train was never a thing in Japan. The reasons remain unknown, but as mentioned earlier, they might concerned about maintenance costs of the complicated system. Is it fair enough to say that Japan cares more on economic than environment?

Maybe Japan is Focusing on Something Else.

　The issue Japan fears the most is the population decreasing and the aging society. This will led to insufficient in essential workers. Today, Japan is putting more and more effort on automation technology. Unfortunately, these technologies still don't meet the demands to make profit; the cost-reduction in Japanese Railways are faster than the technology replacement.

　For example, 'ONE-MAN' or conductorless train. In traditional train, a driver controls the train, and a conductor controls the door, and check the tickets. While in ONE-MAN train, only a driver handles all of those duties, without any assisted technologies such as automatic driving system. 

　Another example is the ticket machine that expected to replace station staff. The shown machine is not only capable of buying express train tickets or monthly commuter pass, it can also be remote-assisted via call center. But yet many local people still struggling from using machines, and they still prefer warm conversations with human staff. Many people ended up calling remote-assist staff, but sometimes it is reported that it takes half an hour to be connected with the ticket center. 

Current Situation of Japan Railways...

　By far, it is fair to say that Japan still keep going on many interesting railway technologies, but they have limitations, so those technology is not outstanding.

　1. For high-speed train, Japan itself is not a big country, and local government keeps begging Shinkansen to stop at their cities.

　2. For alternative energy trains, Japan concerned more on O&M costs.This is because some unelectrified lines are unprofittable; conventional diesel train sometimes considered cheaper. But there is still some hope since the new regulation requests that newly-built trains after 2031 must comply with alternative energy. (diesel-hybrid is allowed)

　3. In fact, Japanese railway system, and Japan itself is shrinking. Local line is being abandoned every year; this is how Japan reduces non-electrified lines.

　I would like to conclude that Japan's railway technology is doing well, but Japan's railway is not. Japan is now focusing more on the most economical and profittable way to keep railway business on the track. Therefore, Japan may have no places to show off their best technology inside their own country, but I hope that Japanese-based technologies are still being trusted in many countries around the world...