All shinkansen in Japan

From: Tokyo Station.

End point: Shinosaka Station

Full length: 5 15km.

Station: 17 (including the terminal, the same below)

Owner: Japan Central Railway Co., Ltd. (hereinafter referred to as JR Donghai, the same below)

Operator: JR Donghai

Main models in active service: N700 series high-speed trains, and a few 500 series and 700 series high-speed trains.

Used models: 0 series, 100 series, 300 series.

Train Name: Hope, Light, Echo.

Introduction: 1959 started construction, 1964+00, 1 officially opened to traffic. Tokaido Shinkansen is the earliest Shinkansen opened in Japan and the first high-speed railway with an operating speed of more than 200 kilometers per hour in the world, which laid the foundation for the future Shinkansen-1435 mm quasi-rail electrified double track. It is also of epoch-making significance in the history of railway development, which shattered the once popular "railway uselessness theory" after the war and triggered the first upsurge of high-speed railway construction in the world. When the Tokaido Shinkansen was opened, the maximum speed was 2 10 km. After decades of continuous speed-up transformation, its current maximum operating speed has reached 285 kilometers per hour. However, due to too many sharp bends, the maximum speed of ordinary trains in curved sections is limited to 255 kilometers, and the N700 series tilting trains can reach 270 kilometers. Some small bends in and out of the station still need speed limit. 1July, 1996, the highest speed of the 955 series (300X) high-speed test train reached 443km/h in the Tokaido Shinkansen test, which was the highest speed record of Japanese railways (excluding magnetic levitation).

Tokaido Shinkansen is connected with Yangshan New Trunk Line at Shinosaka Station, but it is not connected with Tohoku Shinkansen Line at Tokyo Station, and there is no through train with the latter. In the early days, Tokaido Shinkansen considered building parallel freight lines ("freight Shinkansen") and operating night sleeper trains ("sleeper Shinkansen"), but the former was stopped because of cost problems, while the latter was abandoned because of noise disturbing people at night and increasing track wear. Today, there are still no night trains and trucks on the Shinkansen (except for the section where the Hokkaido Shinkansen and the Tsugaru Strait Line are used together).

Attachment: Shinkansen Train Generation

Yangshan new trunk line-

From: Shin Osaka Station.

Destination: Hakata Station

Total length: 553 kilometers

Station: 19

Owner: JR West Japan

Operator: JR West Japan

Main models in service: N700 series, some 700 series and 500 series.

Used models: 0 series, 100 series, 300 series.

Train name: Hope, Guang, Guanghao Railway Star, Echo, Mizuho, Sakura and Yan.

Introduction: 1967 started construction, and the new Osaka Station 1972 was opened to Okayama Station, and Okayama Station 1975 was opened to Hakata Station, and the whole line was opened to traffic. Compared with the earliest Tokaido Shinkansen, the design standard of Yangshan new trunk line has been greatly improved-the line spacing and curve radius have been increased, and a more advanced AT power supply system has been adopted. Ballastless track slab was adopted for the first time in Okayama-Hakata section on a large scale (all subsequent Shinkansen also adopted ballastless track, and the power supply system of Tokaido Shinkansen was later transformed to supply power to AT), so since the 500 series cars were put into operation in the late 1990s, the maximum operating speed has reached 300 kilometers per hour, which is the same as the same period. Because the Tokaido Shinkansen and the Yangshan New Trunk Line are connected at the New Osaka Station, the Yangshan New Trunk Line can be regarded as an extension of the Tokaido Shinkansen Line, and a large number of trains (Hope, Guangming and Echo) on the two lines also run through the line, so it is often referred to as the "Tokaido Yangshan New Trunk Line". Because the new Yangshan trunk line connects with Kyushu Shinkansen at Hakata Station, and some trains (Mizuho, Sakura and Yan) pass through it, it is also called Yang Shan Kyushu Shinkansen.

The new Yangshan trunk line crosses the Guanmen Strait between Honshu and Kyushu, and a submarine tunnel is built between Xinxiaguan and Kokura. This tunnel is called the new closed tunnel, which is different from the existing closed tunnel on the Yangshan main line. Kokura Hakata and a small branch line south of Hakata (see below) are located in Kyushu, but they are still under the jurisdiction of JR West Japan.

Service Shinkansen: Before 1970, although the construction of the new Yangshan trunk line in Tokaido had begun, Japan did not clearly plan a national Shinkansen system. In the 1970s, with the election of tanaka kakuei, who strongly advocated the "Japanese archipelago reconstruction theory", he began to actively promote the construction of railways (including Shinkansen) and expressway network covering all of Japan. 1970 promulgated the National Shinkansen Railway Maintenance Law, which not only clarified the technical standards of Shinkansen railways with trains running at speeds exceeding 200 kilometers per hour in major sections, but also in the following years, a number of Shinkansen construction plans were announced in succession according to law, and the planned routes were all over Japan. Therefore, a number of Shinkansen planned to be built after the promulgation of the National Shinkansen Railway Maintenance Law are also called "service Shinkansen".

Shinkansen opened to traffic and under construction (including mini Shinkansen and central Shinkansen in maglev mode)

Northeast Shinkansen-

From: Tokyo Station.

End point: Shinaomori Station

Total length: 675 kilometers

Station: 23

Owner: JR East Japan (Tokyo-Morioka section), railway construction and traffic facilities maintenance support organization (Morioka-Niamori section).

Operator: JR East Japan

Main models in active service: E5 &；; H5, E2, E6 and E3 lines

Second-hand models: 200 series, 400 series, E 1 series, E4 series.

Train Name: Hayabusa, Blast, Shan Yan, Nasuno, Yonghe Xiaomu.

(The models and names of the other two lines parallel to Shang Yue and Hokuriku Shinkansen are not included, and the entries of Shang Yue and Hokuriku Shinkansen are handled as follows. )

Introduction: Shinkansen has the longest mileage and the fastest speed per hour. Omiya-Morioka section 1982 opened. Due to the problem of land expropriation and concerns about noise pollution after opening, people in Saitama and other places launched a massive "Northeast-Shang Yue Shinkansen Opposition Movement", which made it impossible for two lines to enter Tokyo for a time. It was not until the starting point 19 1 that they extended to Ueno Station, and then the train on the northeast line was transformed at 1965438. However, due to the small number of passengers, the construction process of the northern section of the Northeast Shinkansen has been full of twists and turns. Finally, the section from Sheng Gang to Harbin Lake was opened in 2002, and the section from Harbin Lake to Xinqingsen was opened on 20 10. The Northeast Shinkansen has been open to traffic for nearly 30 years.

Because the Tokyo-Miyako section of the Northeast Shinkansen runs in Tokyo, the noise control speed limit is 1 10km/h, the maximum speed of Miyako-Utsunomiya section is 275 km/h, and the Utsunomiya-Morioka section E5 &；; The maximum operating speed of Hayabusa on the H5 Shinkansen train and Komachi on the E6 Shinkansen mini-train is 320km/h, which was once tied with TGV as the fastest high-speed railway in the world (currently slightly lower than the 350km/h of Beijing-Shanghai high-speed railway). The Morioka-Aomori section is operated at 260km/h because of the small passenger flow and the need to pay the line use fee to the actual owner of the line, the railway construction and traffic facilities maintenance support agency. Considering the cost-effectiveness factor, in order to shorten the whole journey from Tokyo to Sapporo to compete with civil aviation in the future, JR East Japan will consider further speeding up the Northeast Shinkansen to 360 km/h.

The Tohoku Shinkansen was originally planned to dock with the Tohoku Shinkansen at Tokyo Station, but it was not introduced to Tokyo Station as planned in the early days of its opening. However, 1987 After the privatization of Japan's state-owned railway, JR East Japan and JR East China Sea, who are in charge of the two lines respectively, disagreed, and JR East China Sea appropriated the platform originally reserved for the Northeast-Northeast Shinkansen overpass train at Tokyo Station, which made the two lines no longer connected, so it was necessary to design multi-power supply system trains with different power supply systems (2 60Hz AC for the new Yangshan trunk line in Northeast and 25kv &；; 50Hz alternating current), inconsistent train formation (JR Donghai requires that the trains entering the Tokaido Shinkansen must adopt the 16 section, while the Northeast Shinkansen has relatively few passengers and more short-distance trains), and the demand for direct passenger flow is not great. It has been difficult for the two companies to cooperate. So far, there is no through train across the line, so they can only transfer at Tokyo Station.

The Tokyo-Miyako section of the Tohoku Shinkansen and the * * * line between Shang Yue and Hokuriku Shinkansen were originally planned to operate separately, but they were aborted due to public protests. At present, there are as many as 220 pairs of Shinkansen trains between Tokyo and Omiya during peak hours, which has become a major bottleneck restricting the issuance of additional trains in the future. The Tohoku Shinkansen connects Yamagata Shinkansen and Akita Shinkansen in Fukushima and Morioka respectively, and some trains run directly with Yamagata Shinkansen ("Wing") and Akita Shinkansen ("Komachi"); It is connected to the Hokkaido Shinkansen at Shinaomori Station, and runs directly with the latter (Hayabusa and Blast).

Because the Northeast Shinkansen and the Shangyue Shinkansen were opened to traffic in the same year, some section lines were added, and the two lines were operated and managed at the same time (during the national railway period, the management mode of the Shinkansen General Administration was different from the previous Yangshan new trunk line of Donghai Road, but was under the jurisdiction of the local railway bureau, using the train operation dispatching center; After privatization, it belongs to JR East Japan and continues to use the separate management mode of local branches), and it has the same origin in the use of vehicles (many models are shared by two lines), so although there is no through train, it is called the Northeast-Shang Yue Shinkansen.

Shang Yue Shinkansen-

From: Miyagi Station.

Destination: Niigata Station

Total length: 269 kilometers

Station: 10

Owner: JR East Japan

Operator: JR East Japan

Main models in service: E2 series, E4 series (double-decker train) and E3 series.

Models used: 200 series, E 1 series (double-decker train)

Train names: ibis, Max ibis, tanikawa, Max tanikawa (Max prefix double-decker train), modern art shinkansen (specially modified E3 series).

Introduction: 1982 opened to traffic with the northeast shinkansen. The original planned terminal in Tokyo was Shinjuku Station, but it was aborted due to land use problems and residents' protests along the route, so it had to be introduced to Tokyo Station after the merger of Omiya and the Tohoku Shinkansen, resulting in the increasingly crowded Tokyo-Omiya section. At the same time, the * * * line from Omiya Station to Gao Qi Station and the Hokuriku Shinkansen of Shangyue Shinkansen.

There is no urgent need to speed up because of insufficient passenger flow. Although the upper limit speed of train control in some downhill sections was once relaxed to 275km/h, it was once the highest speed of Shinkansen. At present, the maximum allowable speed of Dagongchuan-Tangchuan section is only 240 km, and the maximum speed of Tangchuan-Niigata section is 2 10km. Some sections have speed limits, so it has become an operation of existing Shinkansen in Japan (excluding non-standard mini Shinkansen). In addition, there is a branch line (later described) from Tangze Station to Tangze Station, with a length of1.8km..

Hokuriku Shinkansen (Nagano Shinkansen)

From: Takasaki Station.

End point: Kanazawa Station

Total length: 345 kilometers

Station: 13

Owner: railway construction and transportation facilities maintenance and guarantee organization.

Operators: JR East Japan (Takasaki-Ueyue Migao) and JR West Japan (Ueyue Migao-Kanazawa)

Main models in active service: E7 &；; W7 series

Use model: E2 series

Name of train: Glory, White Eagle, Sword and Shallow Room.

The parallel relationship between Tokyo-Omiya and Omiya-Takasaki's northeast Shang Yue and Hokuriku Shinkansen.

Introduction: Takasaki-Nagano section was opened to traffic on 1997, so it was used to be called "Nagano Shinkansen" for a long time. After that, it was not until the opening of the 20 15 Nagano-Kanazawa branch line that the official name of "Hokuriku Shinkansen" was gradually used instead. Osaka is the terminal of Hokuriku Shinkansen, which not only communicates with Hokuriku area along the coast of the Sea of Japan, but also can be used as a "backup line" in case of any change in Tokaido Shinkansen. At present, the Kanazawa-Dunga section of Hokuriku Shinkansen is still under construction and is expected to open around 2023. After years of controversy, the route from Dunhexi to Shinosaka was not selected until the beginning of 20 17, and construction is planned in the future.

Hokuriku Shinkansen runs in Tokyo-Miyako section and Tohoku Shinkansen, as well as Miyako-Takasaki section and Sangyue Shinkansen. At present, the maximum operating speed of the Takasaki-Kanazawa section is 260 kilometers per hour. The reason why the maximum speed is set at 260km/h is the same as other Shinkansen sections maintained by railway construction and traffic facilities maintenance support agencies. It's not that the technology can't meet the higher speed, but because of the factors of passenger flow and cost-benefit, it's unprofitable to further speed up at this stage.

Narita Shinkansen (unfinished line)

From: Tokyo Station.

Terminal: Narita Airport Station

Total length: about 65 kilometers

Site: 3

Design speed: about 250km/h

The line is not completed, and other projects are unknown.

The picture shows the current Jingcheng Narita Airport Line (Narita Skyliner, with a top speed of 160km/h, which is the fastest inbound line in Japan at present) and Beijing Cost Line (Narita Express Line N'EX, with a top speed of 165438km/h), which belong to commuter electric railways and have nothing to do with Shinkansen system.

Introduction: As one of the planned routes of the National Shinkansen Railway Maintenance Law, construction started at 1974, connecting Tokyo and Narita New Airport. However, farmers and new left-wing radical groups in Sanlitun and Shan Zhi, where the new airport is located, strongly oppose the "Narita struggle" to build the airport. As a result, the Shinkansen project connecting the new airport was also boycotted. Eventually, the Narita Shinkansen ran aground and was frozen in the 1980s. Part of the infrastructure that has been started has been used for other purposes. For example, the underground platform originally reserved for the Narita Shinkansen in Tokyo Station was transferred to the JR Jingya Line, and some completed viaducts, tunnels and roadbed were transferred to the Narita Airport Line, but these lines have nothing to do with the Shinkansen system.

Kyushu Shinkansen Kagoshima Line-

From: Hakata Station.

Terminal: Kagoshima Central Station

Total length: 257 kilometers

Station: 12

Owner: railway construction and transportation facilities maintenance and guarantee organization.

Operator: JR Kyushu

Main models in service: 800 series and N700 series.

Train name: Mizuho, Sakura and Yan.

The Kyushu Shinkansen includes two feeder lines to Nagasaki and Kagoshima. In the branch line of Nagasaki, the red section (Nagasaki-Wu Xiong Hot Springs) is the new standard Shinkansen, and the gray section (Wu Xiong Hot Springs-New Bird Habitat) is reconstructed from the existing railway line.

Brief introduction: A part of Kyushu Shinkansen, sometimes called "Kagoshima Shinkansen", runs parallel to Nagasaki Shinkansen after exiting Hakata Station, and then branches to Nagasaki and Kagoshima. In 2004, the new eighth generation Kyushu Shinkansen in central Kagoshima was opened. At that time, it was a "dead end" that was not connected with other Shinkansen. You need to transfer to the upcoming Kagoshima line express train at the new Eighth Generation Station to Hakata Station, and then transfer to the new Yangshan trunk line. Therefore, this mode of continuous transportation through Shinkansen and incoming lines is named "New Eighth Generation Mode" (mentioned later). Kyushu Shinkansen Kagoshima Line 20 1 1 Hakata Station was opened to traffic. Because some trains (Mizuho, Sakura and a few Swallows) pass through the new trunk lines of Hakata and Yangshan, they are also collectively called "Yang Shan Kyushu Shinkansen". However, due to the small number of passengers on the Kyushu Shinkansen, the number of trains is short. In addition, the whole journey from Tokyo to Kagoshima is outside the 4-hour interval where Shinkansen has the best cost performance compared with civil aviation, so the cross-line direct connection between Kyushu Shinkansen and Tokaido Shinkansen has not yet been realized. The Kagoshima Line of Kyushu Shinkansen currently has a maximum restricted gradient of -35 ‰ and a maximum operating speed of 260 kilometers per hour.

Kyushu Shinkansen Nagasaki Line (under construction)

From: Hakata Station.

Terminal: Nagasaki Station

Owner: railway construction and transportation facilities maintenance and guarantee organization.

Operator: JR Kyushu

Mileage: about11km (Newbird Habitat-Nagasaki), of which about 45 km (Newbird Habitat-Wu Xiong Hot Springs) is used for incoming lines and 66 km (Nagasaki-Wu Xiong Hot Springs) is newly built.

Station: 8 (new bird habitat-Nagasaki), and the station setting has not been completely determined.

Planned running speed: up to 260 km/h.

Other projects are temporarily undecided.

Brief introduction: Also known as "Nagasaki Shinkansen", it starts from Hakata Station of Yangshan New trunk line and runs from Hakata to Tottori and Kagoshima Shinkansen. Originally planned, after being separated from Niobiki Station, the modified Sasebo Line (incoming narrow gauge 1067mm) of Nagasaki main line will be used to run to Wu Xiong Hot Spring Station, and a new standard Shinkansen (65437) will be built from Wu Xiong Hot Spring to Nagasaki. Therefore, it is necessary to develop a variable gauge train FGT which can be compatible with two gauges. If the variable gauge train is successfully developed, it will not only be of great significance to Nagasaki Shinkansen, but also completely solve the problem that Japan's quasi-gauge Shinkansen and narrow gauge incoming lines cannot be directly connected in the past decades, which is undoubtedly a great boon to many areas in Japan that lack the financial resources to build new standard Shinkansen. However, the test of FGT is difficult. After three generations of test trains, the problems such as poor high-speed running stability, rapid wear of parts, high failure rate and slow track change speed have not been solved. Therefore, the practical application of FGT has become far away, which has a negative impact on the opening progress of Nagasaki Shinkansen (originally planned to open in 2022). Japanese folks have also lost patience with the long-delayed variable gauge trains. JR Kyushu will no longer wait for the variable gauge train to be put into operation, but plans to follow the model of Kagoshima Shinkansen before the whole line is opened to traffic, and use the Shinkansen train to transfer to the incoming line urgently to realize continuous transportation. It is expected that the Shinkansen between Wu Xiong Hot Springs and Nagasaki will be put into operation around 2023, and will be connected with the new Yangshan trunk line with the new eight-generation models.

Hokkaido Shinkansen-

From: Shinsen Station.

End: New Hakodate Beidou Station

Total length: 149 km

Site: 4

Owner: railway construction and transportation facilities maintenance and guarantee organization.

Operator: JR Hokkaido

Main models in active service: E5 &；; H5 series

Train names: "Hayabusa" and "Blast"

A set of tracks (three tracks) located between the Hokkaido Shinkansen and Tsugaru Strait Line at the entrance of the Hokkaido side of the Qinghan Tunnel shows freight trains running on the narrow track of the Strait Line, which is the only section in the Shinkansen system with freight train lines.

Introduction: On 20 16, Xinqiaosen Station was opened to the Beidou Station of Hakodate. In a broad sense, the "Hokkaido Shinkansen" refers to the train operation system that connects Tokyo and Hakodate and runs through the Hokkaido Shinkansen and the Tohoku Shinkansen. The real terminal of the route planning is Sapporo, the capital of Hokkaido, and may further extend northward to Asahikawa, the second largest city in Hokkaido. At present, the new Hakodate Beidou Station to Sapporo Station is still under construction, and it is planned to open around the Sapporo Winter Olympics in 2030. The Hokkaido Shinkansen runs directly with the Tohoku Shinkansen, with a maximum speed of 260 kilometers per hour.

The Hokkaido Shinkansen connects Honshu and Hokkaido across Tsutsugaru Strait through the Han Qing Cross-Harbour Tunnel. Qinghan Tunnel was completed on 1988. This double-track railway tunnel is about 53 kilometers long and is the longest undersea tunnel in the world at present. The conditions for opening the Shinkansen in the future have been reserved during the construction of the subsea tunnel section, and now 1435mm standard track (Shinkansen)&; 1067mm narrow track (incoming line) adopts a group of tracks (three tracks) parallel to the freight train on the Tsugaru Strait Line. In order to reduce the interference caused by the mixed running of high-speed and low-speed trains, all ordinary passenger trains on the Strait Line stopped shortly before the opening of the Hokkaido Shinkansen, but freight trains between Honshu and Hokkaido still have to pass through this road. In order to avoid potential safety hazards when they encounter trucks at high speed in tunnels, Shinkansen trains run at a speed limit of 140km/h in tunnel sections, which restricts the further improvement of travel speed. After the opening of the future Hakodate-Sapporo section, in order to compete with civil aviation, it is considered to speed up the Hokkaido Shinkansen and the Tohoku Shinkansen to 360km/h, but there is no good solution to the speed limit problem in the tunnel section.

Central Shinkansen (under construction)

From: Tokyo

End point: Osaka

Total length: 438 kilometers

Station: undetermined

Owner: JR Donghai

Operator: JR Donghai

Main vehicle type (scheme): L0 series maglev high-speed train.

Design speed: 505 km/h

In the planning of the central Shinkansen station, the specific station setting is uncertain.

L0 maglev train runs on Yamanashi Experimental Line and is planned to be used in the future Central Shinkansen.

Introduction: The Central Shinkansen with superconducting magnetic levitation technology was officially started on 20 14, and it is planned to open the Tokyo-Nagoya section in 2027 and the Nagoya-Osaka section in 2037. At present, the project is still in progress. Yamanashi Experimental Line (with a total length of 42.8 kilometers, which is also a part of the scheduled line of the Central Shinkansen, and can be incorporated into the commercial operation line after the opening of the Central Shinkansen) was used as the experimental section as early as 198. The maximum running speed of the Central Shinkansen is 505 kilometers per hour. In order to shorten the running time and save land, the line is much straighter than the existing Tokaido Shinkansen, and a large number of underground tunnels have been built, which will replace the old Tokaido Shinkansen. However, there are still many questions in Japan about technical feasibility, construction and operation costs, and cost performance compared with the original Shinkansen. Whether we can succeed in the future remains to be tested by time.

From April, 2065438 to April, 2005, the top speed of L0 maglev train on Yamanashi Experimental Line reached 603km/h, which also set a new record for the highest speed of the world railways (including maglev in a broad sense).

Mini-Shinkansen: Due to historical reasons, 1067mm narrow gauge is widely used in existing railways in Japan (called "incoming line" in Japanese), which leads to the inability of later standard gauge Shinkansen trains to enter the incoming line. In order to realize the direct connection between the Shinkansen and the incoming lines, and at the same time, it is also an alternative choice for some areas with insufficient passenger flow to integrate into the Shinkansen network. A "mini Shinkansen" that transforms the existing line into a quasi-track and allows Shinkansen trains to pass through the existing line has appeared, and some documents have also been translated into "mini Shinkansen". The so-called "mini" or "small" is because although the gauge can be expanded, due to the restrictions of bridges, tunnels and platforms that were difficult to completely change in the past, the building clearance is small and it is necessary to use a train smaller than the standard Shinkansen train body (the width of the standard Shinkansen train is 3.3 meters, and the width of the small Shinkansen train is 2.9 meters). Moreover, due to the reconstruction of existing lines, there are many sharp bends and intersections, and the train speed can only be limited to below 130km/h, even lower than some express trains that quickly enter the station, and can not meet the speed standard of Shinkansen (above 200km/h). Therefore, in Japanese railway laws and regulations, such "mini-Shinkansen" are classified as "incoming lines" instead of Shinkansen, mini-Shinkansen and Shinkansen. In addition, because the existing two mini Shinkansen use the same ATS signal and 20kV &；; 50Hz AC power supply, so the mini Shinkansen train must also be equipped with ATC and ATS signal equipment, and compatible with both power supply systems.

There are only two mini Shinkansen at present, Yamagata Shinkansen and Akita Shinkansen, which are actually transformed from Aoyu Line (Fukushima-Aomori) and Tianze Lake Line (Daqu-Morioka).

Yamagata Shinkansen-

From Fukushima station

End point: Xinzhuang station

Total length:148km.

Station: 1 1

Owner: JR East Japan

Operator: JR East Japan

Main models in active service: E3 series

Use model: 400 series

Name of train: "Wing"

In the "single-track parallel" section of Yamagata Line, the narrow gauge on the left is 1067mm, and the quasi-gauge on the right is1435 mm. In the figure, ordinary trains (non-Shinkansen trains) on Yamagata Line run on the quasi-gauge.

Introduction: Yamagata Shinkansen is a mini-Shinkansen. 1992 opened the Fukushima-Yamagata section, and 1997 opened the Yamagata-Xinzhuang section. "Yamagata Shinkansen" in a broad sense refers to the train operation system that connects Tokyo and Xinzhuang and runs through Yamagata Shinkansen and Northeast Shinkansen. The official name of this line is "Aoyuben Line". On the basis of the original Aoyuben line, the narrow gauge of 1067mm was widened to 1435mm for the direct operation of Shinkansen trains. Named "Shinkansen", in addition to being directly connected with the Northeast Shinkansen, it is more another name for officials and people. However, because it is a single track (a few sections are 1435mm quasi-track and 1067mm narrow track side by side) and the alignment is poor, the maximum speed is only 130 km, which is actually not a high-speed railway, and it is managed according to the entry standard in Japanese regulations. The common train system running on the same line, commonly known as "Yamagata Line", is also a 1435mm quasi-rail, which cannot be directly connected with other incoming lines, resulting in the Aoyu Line being cut off in this section. Yamagata Shinkansen connects with the Tohoku Shinkansen at Fukushima Station, which can go directly to Tokyo. When the Northeast Shinkansen is running, the E3 small train Wing will be reconnected with the Blast of the Northeast Shinkansen E2 train, with a top speed of 275 kilometers per hour.

Akita Shinkansen-

From: Morioka Station

End point: Akita Station

Total length:127km.

Site: 6

Owner: JR East Japan

Operator: JR East Japan

Main models in active service: E6 series

Second-hand model: E3 series

Name of train: "Komachi"

E3 series cars run on Akita Shinkansen (Aoyuben Line), and the left line has three tracks, namely1067mm &; 1435mm track with two sets of gauge.

Introduction: Akita Shinkansen is a mini Shinkansen, and Morioka-Akita was officially opened to traffic on 1997. In a broad sense, Akita Shinkansen refers to a train operation system that connects Tokyo and Akita and uses Akita Shinkansen and Tohoku Shinkansen for direct operation. The official name of this line is "Aoyuben Line of Tianze Lake Line", and it is managed according to the incoming line standard. The track from Morioka to Daqu is expanded to 1435mm quasi-track (single track), and the track from Daqu to Akita is expanded to 1435mm by using the original Aoyuben line, forming a "single track juxtaposition" of narrow track and quasi-track. Akita Shinkansen, like Yamagata Shinkansen, has a maximum speed of no more than 130km/h/h, and it can connect the Tohoku Shinkansen to Tokyo at Morioka Station. When the Northeast Shinkansen is running, the "Komaki" of the E6 series small Shinkansen will reunite with the "Hayabusa" of the E5 series vehicles of the Northeast Shinkansen, with a maximum speed of 320 kilometers per hour.

The "incoming line" of Shinkansen specification: Because the technical standard of Shinkansen is "the train running speed in the main line section is more than 200 kilometers per hour", some short branch lines cannot reach high speed in the line, so they are legally classified as "incoming line".

Bodo South Line-

From: Hakata Station.

End point: Hakata South Station

Total length: 8.5km

Station: 2

Owner: JR West Japan

Operator: JR West Japan

Main models in service: 500 series, 700 series and N700 series.

Used models: 0 series, 100 series.

Train names: "Echo" and "Light"

(Although there is a parallel section between Kyushu Shinkansen and Hakata South Line, it does not belong to the latter's operating system, so the models and train names of Kyushu Shinkansen are not included here. )

The schematic diagram of Hakata South Line shows that it was separated from Kyushu Shinkansen for a period of time and then introduced into Hakata Comprehensive Depot.

Brief introduction: Bodo South Line was originally a train turn-back line from Bodo Station to Bodo Comprehensive Vehicle Station (i.e. motor vehicle operation) of Yangshan New trunk line, with a total length of only 8.5 kilometers. From Hakata Station to the south, parallel to Kyushu Shinkansen, you will not enter the vehicle station until you leave the station at the turnout. This line was opened on 1975 together with the new Yangshan trunk line, which is used as the running line of the EMU. Later, due to the rapid development of urbanization along the route, residents eagerly hoped to use this no-load return line to run commuter trains. At last 1990, passenger transport began, and Bodo South Station was added in front of the vehicle station for passengers to get on and off. There are not only commuter trains running on Hakata South Line, but also long-distance trains running on Yangshan New Main Line. Due to the short mileage of this line, the maximum speed of the train does not exceed 120km. Although the facilities use Shinkansen trains in full accordance with the technical specifications of Shinkansen, they are legally classified as "incoming trains" for management.

Gala Tangze Line (winter passenger service only)

From: Yuehou Tangze Station

End point: Gala Tangze Station

Total length:1.8km.

Station: 2

Owner: JR East Japan

Operator: JR East Japan

Main models: E4 series

Use model: E 1 series

Name of the train: "Max Tanigawa"

At gala, Tangze Line is only 1.8km long, which is the shortest distance between Shinkansen stations. Although it is a branch of Shang Yue Shinkansen, it is legally classified as Shang Yue Line (the parallel railway line on the right side of Shang Yue Shinkansen in the picture).

Introduction: The gala Tangze Line was originally a branch line of the Shanghai-Vietnam Shinkansen, from the north fork of Tangze Station after Vietnam to the line maintenance base (i.e. the line maintenance area). Together with the Shanghai-Vietnam Shinkansen, the total length from Tangze Station to Gala Tangze Station is only 1.8km, which is the shortest distance between Shinkansen stations. As Galatangze Ski Resort is nearby, in order to attract tourists who come to ski in winter, 1990 has opened seasonal passenger transport on this line, and trains run between Tokyo Station and Galatangze Station in winter. The mileage of this line is extremely short, and the train will be ready to enter the station almost as soon as it leaves the station, so the speed will naturally not be fast. Therefore, although the vehicles and technical specifications are the same as those of the Shanghai-Vietnam Shinkansen, they are legally managed as "incoming lines", which belong to the existing Shanghai-Vietnam line parallel to the Shanghai-Vietnam Shinkansen.

Basic planned route: After the promulgation of the National Shinkansen Railway Maintenance Law, the Japanese government announced the Shinkansen maintenance plan three times: 197 1, 1972 and 1973. Some of these planned lines were opened to traffic many years later, such as the Tohoku Shinkansen and Hokuriku Shinkansen, and some were built later, such as Narita. Due to the remote location of some planned routes, with the bursting of Japan's bubble economy in the 1990s, the government has been unable to build large-scale infrastructure projects. After China Railway was privatized due to heavy debts, JR was also cautious about building a new line with worrying income. In addition, the outflow of population from rural areas in Japan and the decrease of the elderly population have led to a more pessimistic passenger flow prospect. Except that the Central Shinkansen is a substitute for the Tokaido Shinkansen and a verification of new technologies, it is still under construction under the impetus of JR Tokaido. After decades of planning, the rest of the lines remain on paper, and no specific planning has been formed. The hope of real construction in the future is even more slim. At present, the governments and people along some routes are still striving for it, but due to financial problems, they basically give up building Shinkansen according to standard specifications, and most of them are trying to build Shinkansen according to mini Shinkansen specifications, imitating the new eight-generation model of Kyushu Shinkansen, or waiting for the practical use of variable gauge trains in the future.

1973, the list of "basic planning routes" is in a suspended state, and the plan has not changed (in the past few decades, the prospects of most of these routes have become increasingly dim, and there are no Shinkansen in the four countries)-

Hokkaido Nanhui Shinkansen, Yuyue Shinkansen, Aoyu Shinkansen, Hokuriku Zhongjing Shinkansen, Yinshan New Trunk Line, China Hengduan Shinkansen (here "China" refers to Japan's China District), Shikoku Shinkansen (where the existing Seto Bridge Line has reserved the conditions for future compatibility with Shinkansen), Shikoku Hengduan Shinkansen, Dongzhu Shinkansen and Kyushu Hengduan Shinkansen.