Presented during the XIV Brazil-Japan Joint Economic Committee Meeting, that took place in the city of Salvador, in Brazil, during august 9th and 10th of 2011.

1. Innovation and
Advanced Technology
- High Speed Train –
(“Shinkansen”)
Toshiro Iwayama/Diretor Presidente
Hitachi Brasil Ltda.

2. Shinkansen Network
Length km
Tohoku 713.7 Sapporo
Joetsu 303.6
Hokuriku 117.4 Akita
Tokaido Shinkansen
552.6
(Conventional line) Shin-aomori
Sanyo 644.0
Hachinohe
Kyushu 288.9 Joetsu
Akita
Shinkansen
Total 2,620.2 Hokuriku Morioka Yamagata
Shinjo
Shinkansen Shinkansen
Yamagata
(conventional line)
Niigata
Sendai
Kanazawa
Toyama Fukushima Tohoku
Hiroshima Nagano Shinkansen
Hakata Omiya
Takasaki
Nagoya Tokyo
Nagasaki Shin-Osaka
Kumamoto JR East
Shin-yatsushiro
JR Central
Kagoshima-Chuo
JR West
Sanyo Tokaido
Shinkansen Shinkansen JR Kyushu
Kyushu
Shinkansen

3. Shinkansen Characteristics
Experience: 47 years since 1964
Safety: ZERO fatality
Capacity: 346 million pax / year
Punctuality: Average delay less than 1 min.*
*) Delays in bad weather included.

4. Series “Hayabusa”

5. Series “Hayabusa”

6. Series “Hayabusa”
Sanitary Facilities Universal Design
Common space men
For
Female only
Restroom Washing Area Full-length
Full- Washing Area Emergency intercom
with baby bed for women only mirrors for women only system in restrooms

7. Series “Hayabusa”
Environmental Friendly
Environmental aspects are fully taken into account in car body design.
Long nosed head car for reduction Full bogie covers and sound absorbing Low-noise pantograph and
of micro-pressure waves in tunnels. panels reduce noise. To suppress noise pantograph noise insulation
The head car design is based on that emitting from the lower (bogie) part of panels.
of the experimental high-speed train the train, that area has been completely Low-noise pantographs,
FASTECH 360S’s “arrow line”. covered, while the smoothing of car insulators, and noise insulation
The fifteen-meter-nosed car reduces body side reduce aerodynamic noise. panels on both sides of the
micro-pressure waves that occur at To minimize noise levels, sound- pantograph reduce noise to
one side of a tunnel when the train absorbing materials have been used surrounding area.
is entering the tunnel opposite end. where possible.
Full bogie cover
Low-noise pantograph
Low-
Smooth covers Sound-absorbing
Sound-
between cars panels
Noise insulation panel

8. Series “Hayabusa”
High-tech comfort
Improved riding comfort even at 320km/h
Higher-performance brake technology. A titling system improves ride Full-active suspension system
With improving the performance of the quality on curves. suppresses car body lateral
brake system, Series E5 train can All cars are equipped with a vibration.
achieve an emergency braking distance titling system to system to Series E5 utilizes electric actuators
equivalent to that of a previous railcar improve ride quality on curves. with heightened responsiveness
(275km/h) from its maximum running Titling the car body with air and output.
speed of 320km/h. spring to counteract centrifugal All cars are equipped with full-
When the emergency brake at the force improves ride quality and active suspension systems, in order
earthquake is operated, employing a train speed when negotiating to improve ride quality.
ceramic jet device improves adhesion curves. With this system, trains
between rails and wheels. can navigate curves of 4,000m in
radius at speeds 320km/h. Electric actuator
Vibration
detector
Sensor
Electric actuator
to prevent shaking

9. Superiority of Shinkansen
Comparison table E5 with other High Speed Rail
Type E5 TGV-POS ICE3
Formation (cars) 10 (8M2T) 10 (2M8T) 8 (4M4T)
Max speed (km/h) 320 320 330
Acceleration (km/h/s) 1.7 1.8 2.2
Axle load ( t ) 12.4 17.0 16.0
Car Width (m) 3.350 2.904 2.950
Seat Distance (m) 1.30/1.16/1.04 0.95/0.91 1.00/0.91
Weight per seat
0.62 1.2 1.1
(t/seat)
Power consumption per seat
(kWh/km/seat) 0.063 0.148 0.142

10. Efficient Operation and Maintenance
(Highest level of operation control system)
Predictive display of train timetable Display of operation
Central Unit
Passenger information displays Station System
High speed digital
communication network East-i
33 stations Information Terminal
Automatic route control 5 units
Small terminal
6 branch offices 10 Crew Area 69 Ground equipment
maintenance area
Maintenance car Substation
Operation status Source: JR East

11. Efficient Operation and Maintenance
Continuous Speed Control of Digital-ATC
5) Train retrieves the allowable speed
4) Detect current location pattern from on-board database
Cab
signaling
DB
stopping point, or limit
ATC movement authority
Digital Signal
1) Detect proceeding train location
3) Send the ‘Limit movement
authority’ info via digital
signal on rail ATC Device 2) Generate the ‘Limit
movement authority’

12. Steep Slope in Usui-Toge
Situation of consecutive slope in Nagano Line of JR
Takasaki Annaka-Haruna Karuizawa
1000m
‰
30
nt
die
Gra
i ve
ut
500m
sec
Con
0m
0km 10km 20km 30km 40km

13. Brake System for Steep Slope
Problem with brake control in consecutive slope
■ Electric Brake Works only in motorized vehicles
Requires a resistor which makes conversion in electric energy
■ Friction Brake Friction heat reduces brake potential
E2
Shinkansen E2 series 6M2T Locomotive based high speed train
Car M Car
M T Car Locomotive
Locomotive Passenger Car
Passenger Car
Regenerative ○
Electric ○
Brake
Air ○ 30km@30‰
210km/h at 30km@30‰ ○ ○ ○
Automatic Control Manual Control
/
Brake function
Operation speed 210km/h

14. High speed operation in small scale tunnel
1) Approaching to tunnel in high
speed driving causes turbulent of
air pressure.
2) The air pressure causes feeling
pain in the ear of passengers.
3) without ventilation system, it is
impossible to drive in high speed.
4) airtight structure of the body of
rolling stock and continuous
ventilation system can make
possible to drive in high speed.
E5 series

15. Reduction in the volume of works
due to minor dimension of tunnels
Tunnel cross Earth works Distance of
France C
L World HSR
sectional area
Legend
(per 10 ) Track center
Japan 63.4 800Km 3
4.3 Black
Circle
TGV-A 71.0 - 4.2
3,000 France
SL TGV-Nord 100.0 1,450Km 3
4.5 Red
3,000 Circle
8,400 Spain AVE 75.0 - 4.3
RL FL
Germany ICE 82.0 - 4.7
4,300 Shinkansen

16. Cost reduction in civil structure
due to lower level of axle load
Comparison of axle load
Case: E5 = 1.0
Country Type Axle Load (ton)
as bench mark
E5 12.4 1.0
Japan
E2-1000 13.0 1.0
France TGV-R
TGV- 17.0 1.4
TGV-D
TGV- 17.0 1.4
AGV 17.0 1.4
Germany ICE1 19.5 1.6
ICE2 19.5 1.6
ICE3 16.0 1.3
Spain AVE 17.2 1.4
Velaro Less than 17 Less than 1.4
Korea KTX 17.0 1.4
Lower level of axle load enable civil structure to be compact.
Effect on construction and maintenance costs

17. Outline of Great East Japan Earthquake
Date and time of occurrence:
At approximately 14:46 on Friday,
March 11, 2011
Strength of the earthquake: JR East Epicenter
Magnitude 9.0 on the Richter scale
(The largest in the recorded history
of Japan) Tokyo
Number of deaths and missing:
22,949 (As of June 20, 2011)
(Resulting from earthquake-induced
shock and vibration, tsunami and
fire)

18. Counter measures against earthquakes
“Early Earthquake Detection System”
When the coastline seismometer detects a primary wave
Power shutdown Two trains running at approx. 270km/h (170mph)
through the Sendai area were exposed to strong shaking
Emergency brakes from the earthquake.
The power supply to these train was cut 9 to 12 seconds
before the first vibrations arrived, and their emergency
Detects P wave brakes were applied.
The largest vibration came to these trains approx. 70
seconds after their emergency brakes were applied. By
Coastline then, it is supposed that the trains had reached a speed of
about 100km/h (63mph)
seismometer
Substation
Secondary wave
Primary wave
Epicenter

19. Consequences of the earthquake & tsunami
- Customer fatalities : 0
- Customer injuries : 0
 Shinkansen (HSR)
Aseismic reinforcement
No derailment
Early earthquake detection system
in commercial trains
 Conventional lines
Station staffs and train crews successfully led our customers
to the emergency evacuation areas before the tsunami hit.

20. Proven Safety & Reliability of Shinkansen
To enable high-speed operation, Rolling Stock Rolling stock of Shinkansen is electric
Shinkansen uses advanced multiple unit style, offering high
technologies, and it achieved not acceleration and deceleration, and
only high speed but a high reduced damage to the track.
standard of safety.
Proven Safety & Reliability over 47 years
■Passenger Casualties to date: ZERO
■Passenger Casualties to date: ZERO
■Average delay time: less than 1 min
■Average delay time: less than 1 min
Operation Signaling
System System
The Shinkansen employs an Automatic
Train Control system ("ATC"), which
provides high level of safety operation.
Proven Safety: In spite of frequent earthquakes and typhoons in Japan during the Shinkansen's 47-year
47-
long history, there have been no passenger fatalities due to derailments or collisions.
derailments

21. Conclusion
Innovation and Advanced technology
of Shinkansen brings:
• Safe and Reliable Operation
• Comfortable and Ecological Solution
• Economical Solution

22. Obrigado
Thank you for your attention
(The material was prepared by Japanese Group for Brazilian High Speed Rail
supported by East Japan Railway Company.)