The Japanese subway (Nippon no Chikatsu) will explain the subway system in Japan.
Mainly railway lines running underground (excluding various routes using tunnel to avoid height difference on the ground) – broad sense. Definition of disaster prevention and facilities.
A railroad network (narrowly defined: the definition of “subway” recognized by general users in Japan) that mainly runs underground in large cities and is called “subway” by local public entities, etc.
Under the above-mentioned line 2, underground routes of railway operators having a railway network mainly composed of a non-subway railroad line included in the formulation of the “transport network development plan” (Tokyu Denentoshi Line Shibuya – Niko Tamagawa Between Tamagawa Line), Keikyu main line Sengakuji – Shinagawa, Seibu Yurakucho line Kotakebara – Nerima, etc) (definition of the subway in the administrative area, one of urban facilities specified in the city planning law ” Urban high-speed rail “)
Although there is the definition as above, here, it is described mainly based on the definition of “subway” recognized by general users of 2. 2. In the following, unless otherwise noted, I will describe the companies that join the Japan Metro Association and that the association recognizes as “the Japanese subway” and its routes.
Overview
On the freight line, it opened to about 0.2 km (underground station: 2 stations) between the Cabinet Railroad (present: JR) Tokyo Station and the Tokyo Central Post Office (present: JP Tower) in 1915 (Taisho 4 years) The underground orbit for transporting postal matter (formal name unknown) by the Ministry of Communications (current: Ministry of Internal Affairs / JP / NTT) is the first.
On the passenger line, it starts about 0.4 km (underground station: 1 station) between Sendai station and Higashi 7-no-dō station of the Miyagi Electric Railway (present: JR Sengoku Line) opened in 1925 (Taisho in 2002).
Asakusa Station – Ueno station (about 2.2 km) of Tokyo Underground Railway (present: Tokyo Metro Ginza Line) which opened in 1927 (about 2.2 km) had four underground stations. This is the Japanese subway association as “Japan’s first full-fledged subway”, the Tokyo subway (Tokyo Metro) together with the affiliated subway museum “Toyo’s first subway”, the Tokyo location mass media “Japan’s first subway “As mentioned above, the two have explained as if they do not exist. On March 10, 2017, a report to the Agency for Cultural Affairs of the Ministry of Education, Culture, Sports, Science and Technology “Tokyo Metro Rail No.1001 train” should be treated as an important cultural asset, and in its explanation the Tokyo Underground Railway – Asakusa – Ueno Between (as claimed by Tokyo Metro) “Toyo’s first subway opening” was made. On September 15, the same year the designation was announced in the Official Gazette as reported.
The Japanese subway is now located in Osaka City, Nagoya City, Yokohama City, Sapporo City, Kyoto City, Kobe City, Fukuoka City, Sendai City etc, in addition to Tokyo Metropolitan area, and it is widely used from daily use to tourism use such as commuting to school It’s being used. In the three metropolitan areas, service is not greatly different from the ground line, but by building through the basement it has built a route network that has got into the area where site storage is difficult. Particularly in the wards of Tokyo, Osaka city and Nagoya city, it is in a position to surpass ground transport (private railroad, conventional rail, automobile, bus, taxi etc.) as a major means of transport in the city center. Meanwhile, in Sapporo, Fukuoka, Sendai (regional central city) in the regional area, it is the central presence of city traffic due to the frequency of operation exceeding the conventional line on the ground.
To build a subway in Japan (reference) where the rainfall is large and the big city develops mainly in the alluvial plain, it is necessary to dig down the soft ground with plentiful groundwater and to have underground tunnel with strength to withstand frequent earthquakes And it is necessary to construct an underground station. Therefore, advanced civil engineering technology is necessary, and the construction cost is considerably high, and management is very severe.
Construction
Collecting method
The third rail method (third rail method) which is considered to be mainstream in the subway in the world is Japan, the Namboku line of Sapporo municipal subway, the Ginza line and Marunouchi line of Tokyo Metro, the blue line of Yokohama municipal subway, Higashiyama of Nagoya municipal subway Line, · Meijo Line · Meigong Line, Osaka Metro’s Midosuji Line · Tanimachi Line · Yotsubashi Line · Chuo Line · Senju Front Line. Other lines are overhead catenary collecting system with rigid overhead wire or catenary suspension type Is adopted.
This is due to the fact that there are many routes to be built on the premise of mutual direct driving with suburban routes in Japan, it is necessary to match standards with existing routes. On the contrary, the Kintetsu Keihanna Line which is mutually directly connected with the Kitao Osaka Express Railway and Chuo Line, which is in direct communication with the Midosuji Line of the Osaka Municipal Subway, is a suburban route newly constructed with the third rail system.
Subway station
Measures to prepare for the disaster etc. of the subway station in Japan are very active even from a global perspective. The background is related to the Sarin Metro Subway incident during the Traffic Organization.
In Tokyo, waterproof doors are installed in Tokyo Metro Tozai Line, Tokyo Metro Tozai Line, Tokyo Metro Toei Shinjuku Line, etc, which runs in a so-called zero meter zone where sea level is negative, such as Sumida, Koto Ward and Edogawa Ward.
During Tokai torrential rain, Heiyusu Station on the Nagoya Municipal Subway Metro Line was flooded, so we took an alternate bus drive between Meijo Line City Hall Station and Sandabashi Station (then Sandabashi Line at that time). Besides that, we installed a waterproof door at Nagoya Municipal Subway Tsurumai Line part of the station and Nagoya Municipal Subway Nagoya Port Station Nagoya Port station.
Also, at stations with a large number of visitors, by separating the island style homes in a staggered manner by direction, it is possible to suppress the congestion of users (eg, Nagoya Municipal Subway Higashiyama Line Nagoya Station), newly establish a home Measures such as separating by direction (ex: Tokyo Metro Ginza Line Shimbashi Station) are being taken.
vehicle
In vehicles, it was common to use a large-sized vehicle similar to the railway on the ground in old routes (particularly on routes made on the basis of getting in with other companies), but since the 2000s it was that the mini subway was used Has increased.
Mini Subway
The mini subway is a medium-orbital transportation system that has been researched and developed to play an intermediate part between a system that handles large-scale personnel transportation like a general subway and a system that is responsible for transporting small amounts of people such as monorails and buses It is a type and is Japan’s own subway system.
Small section tunnel · When using a linear motor car among subway which adopts small car body, it is called “Linear Metro”, “Linear Metro” and so on. In this case, in Japan, it has become “a wheel-type linear motor car” which travels on the rail by transmitting the power of the linear motor to the wheel without levitation. There are many places where the subway line turns greatly, and because it runs at 100 km / h or less, the linear type is linear like a magnetic levitation type railroad (Linear Central Shinkansen etc.) that uses a linear motor for both floating and driving Construction philosophy differs from routes intended for high-speed driving of hundreds of kilometers per hour.
The general subways and railroads have a considerable weight to drive the heavy vehicles, but the “linear subway” has become heavier by not having heavy motor mounted on the vehicle, the weight of the car becomes lighter, High performance can be obtained. That is, uphill ability of up to 80 ‰ is considered possible. Although the steepest gradient permitted on the actual route is up to 60 ‰, it can greatly exceed the planned 35 ‰ by ordinary subway and railroads. For example, in the latest Sendai city subway Tozai line, the Yagiyama zoological park station is the subway station (altitude 136.4 m) in the highest place in Japan, and the steepest gradient is 57 ‰ in the tunnel section which goes up Aobayama on the way There is. Also, it can be run even with a sharp curve of about 50 m (R 50). On the actual route, although the minimum curve radius is roughly 100 m (R 100), it is also characterized by being able to cope with a sharp curve as compared with 160 m (R 160) allowed by ordinary subway and railroads.
In Japan in 1962 (1960), research to start using a linear motor for the railroad began. At that time, there were about 50 national railway stations (yards) in the whole country, but in 1967 (1962) automatically aimed at labor-saving of rider personnel who manually move freight cars in the sorting line of yards Linear motor driven type sorting line internal freight car acceleration / deceleration device which moves to the position “L2 type freight car thrust device” was developed, and furthermore, a freight car “L4 car” equipped with “L4 type freight car acceleration / deceleration device” is located at various yards He played an active part.
After two oil shocks, the construction cost of the subway in Japan rose from 50-8 billion yen / km (around 1975) to approximately 20 billion yen / km (around 1980) due to inflation called frenzied price, The cost-effectiveness worsened because it was about to reach 300 to 40 billion yen / km (the end of the 1980s). However, demand for urban traffic has increased so that a push shop that allows passengers to ride a crowded train beyond the capacity is exceeded at the time of the rush, and the subway was a necessary transportation means to solve the city problems such as traffic war and air pollution due to motorization. Therefore, in 1976 (Showa 51) a plan to run a linear motor mounted train on a small section subway was proposed, full-scale efforts toward practical application were made in the 1980s, Osaka opened in 1990 (Heisei 2) It was first put to practical use at the Tsurumi Greenland Line (currently · Nagahori Tsurumi Greenland Line) of the Municipal Transportation Bureau.
The linear subway has a slightly larger power consumption than the conventional subway. The cause is the loss peculiar to the linear induction motor and the large gap between the primary side and the reaction plate. In comparison with the power consumption per unit weight per unit weight, the longer the travelable coasting distance (coasting section) is, the lower the power consumption becomes. Therefore, compared to the ordinary railway with a long inter-station distance and a gentle curved line, There are many linear subways, but the distance between stations is short, there are many signal stops, there are many steep curves, and it is fewer than a tram which must put various equipment.
Current status of the Japanese subway
According to Japanese regulations, except for Osaka Metro, it is based on the Railway Business Act.
Osaka Metro opened the Technoport line which was the first type railway business section of the Osaka Port Transportation System (OTS) between the Chuo Line Cosmosquare Station and Osaka Port Station, on July 1, 2005 the OTS was the third type Based on the orbit method, except for the section that the railway operator, the transportation department transplanted into the Chuo Line as the second type railway operator, it is legally a trajectory.
Tokyo Metro Tozai Line, Tokyo Metro Tozai Line, Tokyo Metro Tozai Line, Osaka Metro Midosuji Line / Osaka’s Osaka Metro Midosuji Line / Central Line, Kobe Municipal Subway West God Yamanote Line, Yokohama Blue Line, Green Line, etc. are outside suburban sections There are also cases where you are traveling over the ground, dugouts, elevated widely around the center. Even in the world, there are lines on which some routes run on the ground or elevated (also before and after crossing rivers). Some lines are constructed with an integral structure with the expressway.
The Tokyo Metro Marunouchi line has the convenience of the terrain, and there is a ground section in part even in the city center (especially at the Yotsuya station there is a scene where the subway runs over the JR Chuo Line). For the same reason, the Tokyo Metro Ginza Line also has a shape that Shibuya station is stationed at a higher position than other railways.
Osaka Municipal Subway Chuo Line was an elevated full line at the beginning of operation and there was no underground section at all.
Nagoya Municipal Subway Higashiyama Line’s Shimosha Station – Fujigaoka Station was built at the time of construction, it was elevated without the need to underground system, crossing over Tomei high speed.
Meanwhile, the Keio New Line, which is not a subway, and the Toei Subway Shinjuku Line, and the Seibu Yurakucho Line are in contact with the Tokyo Metro Yurakucho Line and Fukutoshin Line.
The Kintetsu Namba Line, the JR Tozai Line, and the Keihan Nakanoshima Line do not communicate directly with the subway, but there are cases in which almost all themselves are running underground.
Of the major private railways in Japan, only two companies, Nankai Electric Railway and West Japan Railway, have no vehicle to drive directly under the underground line, the underground station, the subway and so on.
Although Sagami Railway has an underground station, it does not go directly to the subway (see also the article on the eastern Kanagawa line for the present situation).
Tobu Railway does not have an underground station of its own management (Kushi station is the only underground station of Tobu Railway, but the Tokyo subway carries out management).
In Japan, the distinction between the subway and the ordinary railroad with underground section is ambiguous, and in a narrow sense, all the lines other than public transportation that the local government (local public transport enterprise) directly manages are all in the latter Sometimes it is classified (transit guide Jordan etc). That is, in the case where the majority of routes, such as the above-mentioned Saitama high-speed railway and Yokohama high-speed railway, the former Kobe high-speed railway, and Tokyo Shinkai high-speed rail which is not a member of the Japan Metro Association, There is no unified standard for correspondence of route search site (private railway line or subway line) at present. Meanwhile, Tokyo Metro was originally public transportation (Teito High-Speed Transportation Corps), and various guidelines are often denoted as “subway ○ ○ line”, both self and other are handled as subways, and in major private railways exceptionally It is often classified as the former.
In general, we will introduce railway lines that are not recognized as subway but have long underground sections in urban areas (excluding those already mentioned).
JR East Sengoku Line has a subterranean section including four underground stations on the way between Aoba-ku station in the center of Sendai city – Baida station (see Sendai Tunnel).
Between Kinshicho Station and Shinagawa Station of JR East Takeshima Line · Tokaido Main Line (effectively on the Yokosuka Line), there is an underground section including four underground stations on the way (Sobu Tunnel · Tokyo Tunnel).
Metropolitan Tokyo Metropolitan Railway Tsukuba Express Line has an underground section including four underground stations along the way between Akihabara Station and Kitasenju Station (There are also plans to extend underground from Akihabara Station to Tokyo Station further).
Between the Nagano station on the Nagano line of Nagano line – Zenkoji Temple station, there is an underground section including two underground stations on the way (marked as “subway section” at the station guide).
Between Hokuriku Railway ‘s Asano – gawa line, Hokutetsu Kanazawa station – Nanatsuya station is underground (there was a plan to extend the underground section to the Noomachi station on the Ishikawa line on the Hokuriku Railway, but it is currently frozen).
Hiroshima High Speed Traffic The subway handling section of Hiroshima New Transit Line 1 of Hiroshima Shin Traffic Line 1 is 0.3 km between Honmon Station and the Prefectural Government Front Station as described above, but continues running underground to the nearest Shirahamajima station ahead, Is an underground station, Shin – Hakushima station is a semi – underground station.
Tokyo central city
Central Tokyo has scattered bases in the Yamanote line area, but the JR line has expressability, such as the central line completed earlier than the subway, and the subway and bus are complementary existence [necessary Source].
The Hanzomon line which is the bypass route of the Ginza line has extended the distance between the stations and makes it express expressive. In addition, the express of the Tokyo Metropolitan Shinjuku Line, Tokyu Asakusa line’s airport express special, Fukutoshin Line express / commuter express goes through the city center station. Rapid and commute in Tozai line stops at each station in the city center.
Even through the Imperial Palace there is no way to build a station on the way, and bypassing the Imperial Palace and going through the various bases spreading around it, many people can ride and earnings can be expected (indeed, it is laid out with a big base removed There is a tendency for the line to be more deficient). Also, the subway is basically built along a wide road, but the Imperial Palace has no broad road. Besides, from the viewpoint that the Imperial Palace is the residence of the Emperor, there are security problems and so forth, so we have never been admitted to pass the subway to the basement of the Imperial Palace. As a result, all the subways are constructed circumventing around the Imperial Palace (although there are several routes passing under the moat of Edo castle).
Osaka city center
In Osaka, Osaka Castle Ruins are in a corner that is slightly off the current business center, and each subway line has a Petersen style with unevenness in the mesh, so there are few problems like Tokyo. On the inner side of the Osaka Circular Line (see also the same article), each line was constructed along almost north-south and east-west streets, there is also a remnant of the municipal Monroeism that once existed, which is the main force of city traffic . However, there is a problem that mutual ride with Private Railway or JR is not active and the number of times of transfer is inevitably increased until arriving at the destination.
The number of passengers at Umeda station on Midosuji Line is No. 1 as a single-line station in Japan (The number of passengers at Umeda station on November 13, 2007 is 460,859 people).
Nagoya city center
In Osaka in Nagoya, in the central part of the city was built along the basement of the main street tightly surrounded by boards of goats. It is a feature that the station is always established at the intersection of routes.
On the Nagoya municipal subway, three lines (Higashiyama Line, Meisho Line, Meigong Line) that started in early stages of six routes are the third rail, and the relatively new three routes (Tsurumai Line, Sakura Tramin Line, Ueda Line) connect to the Nagoya Railroad We adopt an overhead train line system that considers direct driving, two of which (Tsurumai Line · Koidia Line) are carrying out direct driving with Nagoya Railway.
Fukuoka city center
Fukuoka has become an important route as it is being constructed as it is being built by taking over Nishitetsu Fukuoka city extension and Chikuhi line (Hakata – Ninohama) which was abolished.
Subway as extension of other routes
Some subway lines which are mutually directly connected or connected with JR · private rail are virtually integrated as a substitute for the extension of existing ground routes and obsolete sections. Even though it is effectively integrated as a route, the fare structure has changed on the company line of the connection destination, and there are many cases where the number of users using the connecting line / subway is sluggish. Although some routes are dealt with by applying transfer discounts, they have not been solved fundamentally.
An example of this is the Kobe high-speed railway example. The company was established to extend the main line of Sanyo Electric Railway to the city center of Kobe, to connect with the Sanyo Electric Railway Main Line of the Hankyu Kobe Line · Hanshin Main Line and to contact the Kobe Electric Railway Arima Line, He was managing to specialize in ownership and management of underground routes and underground stations facilities. Although the company was a member of the Japan Metro Association, it was decided to concentrate on ownership of the rail (type 3 railway operator) according to the revision of the Railway Business Act (Hankyu, Hanshin, Shinketsen as Kobe Fast Line, Managed), withdrew from the Japan Subway Association.
On the contrary, there are lines such as North Osaka Express Namboku Line, Meitetsu Toyoda Line, Kitasin Express Shinkansen Kitakami Line, Kintetsu Keihanna Line, Saitama High-speed Railway Line, Toho High-speed Railroad Line, etc. made as an extension of the subway, but about the fare structure I have the same problem. In addition, additional fare in the new line section and fare system which is higher than the existing line are applied in some cases.
Honorable train in Japan’s subway
Basically, on the subway in Japan, for example for the following reasons, even if you are driving as a superior type in a line that is driving only for only local train or in other company lines such as Tokyo Metro Hanzomon line, you will stop at each station within the subway line In many cases.
Because it is along the bottom of the road and it is dug to seam the net’s eyes between the existing subway and underground mall, it results in a lot of ups and downs and curves in many sections, making it unsuitable for high speed driving.
The construction cost of the subway is huge and further considering the usage situation of the neighboring underground, it is difficult to set up a budget and place to set up retreating facilities for the honorable train.
The subway is usually, any station is also a user in order to be built in the city center of the city are many, frequently in those who stopped there is a lot of revenue expected. Also, at many stations there are several lines of transfer lines and the liquidity of passengers is intense, so it is difficult to set stop stations of honor classes and the significance of the kind of superior class is thin.
Introduction of an excellent train on the subway is the start of a fast train at the Tokyo Metro Tozai Line. However, the passage operation in the underground section is only at Minami-sencho station, and most sections under which the operation is in an emergency are ground sections.
In the subway in Japan, there are no routes laid by double lines capable of ramp-up separation like the New York City subway, there are also limited train settings as there are limited underground stations that can be connected / retracted slowly There are many routes which do not pass the underground section even on the route. The reason to retreat in the underground section is that the case at Sakurashinmachi station on the Tokyu Shin-Tamagawa line (current · Den-en-Miyako line) express is the first (although it does not correspond to (2) above definition). In the section which is generally called subway, the Toei Subway Shinjuku Line Mizu Railway Station, Tokyo Metro Fukutoshin Line Higashi Shinjuku Station also has the same structure.
In addition, as a special case, it is the first time paying limited express train service (Odakyu Romance Cars # get on the subway) for the first time in the narrowly defined subway by direct line from the Tokyo Metro Chiyoda Line, Yurakucho Line via the Odakyu Odawara Line to Hakone Tozan Railway Line. , The “Minato Mirai” (only during multi-customer period · operation finished) directly from the Tokyo Metro Hibiya Line via the Minato Mirai Line via the Tokyu Toyoko Line, from the Osaka Metro Sakaise Line to the Hankyu Kyoto Main Line via the Arashiyama Line Direct Line Temporary Express (Hankyu Kyoto Main Line # Arashiyama There is a case of referring to a direct train temporary train). Both are intended for convenience from the subway section to the tourist spot, and the purpose is different from that for the slow speed separation operation on other routes.
Business situation in Japan’s subway
Because the construction cost of the subway is expensive, it is usual that the newly constructed route has a heavy burden of amortization of construction costs, and it is managed in the red. On the other hand, from the viewpoint of urban management, there are also aspects constructed from excellent routes that pass through the primary land, older routes pass through routes with many customers, and are built at a low cost before inflation is advanced Because the burden of depreciation is light, historical routes such as Ginza Line, Marunouchi Line, Midosuji Line, Higashiyama Line and so on are all profitable management. As a result, the Tokyo subway, which has many excellent routes with many users due to fewer amortization burdens that have been operating since such a long time and has relatively few construction of new lines, has become a surplus management.
As a measure of the transportation division in the local government management of Japan, as a measure of the transportation division in local government management, besides the balance of the railway alone, the effect of reducing the environmental burden by the construction of the subway, the effect of alleviating congestion, the effect of raising the land price, the effect of raising taxes, the benefit of the residents The effect, etc. are judged comprehensively and it is managed.
Just as we can not grasp the proper management situation unless we judge the business situation of private railway and JR by the settlement materials including the business to be consolidated of the base company such as retail business and card business other than railway business, Understanding the comprehensive income and expenditure by the subway business of the subcontractor shall include judgment including the economic value of the economic effect to be consolidated.
However, under the present circumstances, there are not proper and unified accounting standards to grasp the economic effects occurring due to the subway business, but also there is no appropriate and unified accounting standard even in the accounting of the subway business itself .
For example, there is a possibility that the figures in the settlement will be greatly fluctuated depending on how each municipality records depreciation expenses. Sapporo municipal subway and Fukuoka city subway may also be posting a profit on the basis of the total amount by compensating for the deficit from city general account.