Appendix B (Shinkansen)

8/10/2019 Appendix B (Shinkansen)

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APPENDIX - B

TRANSLATION MATERIAL OF

IMPLEMENTATION STANDARD FOR

SHINKANSEN RAILWAYS


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Design Standard for High Speed Train

Jan, 2011

Japan Railway Construction, Transport and Technology Agency

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Table of Contents

Chapter 1 General Chapter 2 Track

Clause 1 Gauge

Clause 2 Track Alignment

Clause 3 Structure Clearance

Clause 4 Formation Level Width and Distance between track centers

Clause 5 Track Structure

Clause 6 Buildings

Clause 7 Safety Facility

Clause 8 Track Post

Chapter 3 Passenger station

Clause 1 Passenger station

Clause 2 Depot and Accessory Facilities

Chapter 4 Road Crossing

Chapter 5 Electric Facility

Clause 1 Cable Run Facility

Clause 2 Power Station and Ancillary Facility

Clause 3 Electric Device and Facility

Clause 4 Miscellaneous Provisions

Chapter 6 Safety Train Operation Facility

Clause 1 Signaling Facility

Clause 2 Telecommunication Facility

Clause 3 Miscellaneous Provisions

Chapter 7 Facility Maintenance

Chapter 8 New Lines with High Speed Train Standard

Chapter 9 Track Sharing Section in Seikan Tunnel

Supplementary Provisions

Figure 1 Structure Clearance

Figure 1-1 Structure Clearance (for Track Sharing Section in Seikan Tunnel)

Figure 2 Rolling Stock Clearance (Standard)

Figure 2-1 Rolling Stock Clearance (for Track Sharing Section in Seikan Tunnel)

Figure 3 Structure Clearance to Rolling Stock Roof Equipments Inspection Facility

Figure 4 Buffer Stop

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Figure 5 Type M Standard Live Load

Figure 6 Type KS Standard Live Load

Appendix 1 (for Section 36) Appendix 2 Offset Distance (for Paragraph 21 of Section 47)

Appendix 3 Offset Distance (for Paragraph 1 of Section 48)







Appendix 10 Insulation Strength (for Paragraph 1 of Section 58)

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Chapter 1. General

(Purpose)

Section 1 This standard sets technical standard on facilities for high speed train operation in orderto secure safe and stable transportation in addition to high speed operation, thus

contribute to promote public welfare.

Section 2 Facility structure shall comply with this standard aside from Ministry Regulation on

Railway Technical Standard (MLIT No. 151/Dec. 25, 2001).

(Definition)

Section 3 The definition of terms in this stand is as follows.

(1) HSR is the high speed train prescribed in Clause 2 of Nationwide High Speed

Train Expansion Act (Act No. 71/1960).

(2) HSR New Line is the line prescribed in Section 6 of

Nationwide High Speed Train Expansion Act (Act No. 71/1960).

(3) Track Sharing Section in Seikan Tunnel is the three (3) rail track

section where HSR train and conventional train (Tsugaru-kaikyo line) share the same track

in Hokkaido HSR line.

(4) Operator is the legal entity which operates HSR.

(5) Implementing Agency is the legal entity responsible for HSR construction.

(6) Gauge is the distance between inner faces of rail heads below within 16mm from

each rail surface.

(7) Main Track is the railway line track section for train operation.

(8) Side Track is the railway line track section other than Main Track.

(9) Major Main Track is the major railway line track section in a passenger station

yard (excluding depot yard) where more than two (2) tracks in the same direction are laid

out.

(10) Sub Main Track is the Main Track other than Major Main Track and Deadhead

Track in a passenger station yard (excluding depot yard).

(11) Deadhead Track is the Main Track for deadhead train operation.

(12) Waiting Track is the Main Track for arrival, departure and parking of

deadhead train.

(13) Turnout Curve is the curved section of turnout or its adjacent sections.

(14) Maximum Design Speed is the speed prescribed in a project plan.

(15) Derailment Coefficient is the ratio of lateral force of wheel to rail against

vertical force (wheel load).

(16) Critical Derailment Coefficient is the theoretical Derailment

Coefficient calculated based on wheel shape and track curve at the moment when wheel

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starts to detach from the rail.

(17) Assumed Derailment Coefficient is the Derailment Coefficient

calculated based on the dimensions of track and rolling stock.(18) Assumed Derailment Coefficient Ratio is the ratio of the Critical

Derailment Coefficient against the Assumed Derailment Coefficient.

(19) Slack is the measure to expand Gauge toward inner side of a curve in order to

facilitate train to run smoothly in a curved section or at a turnout.

(20) Cant is the measure to elevate the outside rail of a track at a curved section in

order to prevent overturn due to centrifugal force.

(21) Long Rail is the rail with unit length of more than 200m.

(22) Slab Track is the type of track structure in which rails are attached on

concrete slab and placed on concrete track bed by intermediary of shock absorbing

material.

(23) Buffer Stop is the facility placed at the end of track in order to prevent a train

to overrun.

(24) Safety Track is a Side Track in passenger station yard to prevent collision of

overrunning trains or rolling stocks when more than two (2) of them are coming in or out

of the section simultaneously.

(25) Scotch Block is the facility placed in a Side Track to prevent parked rolling

stock from accidentally move away.

(26) Passenger Station is the place for passenger to ride and get off train, wait and use

for other purposes.

(27) Signaling Station is the place for a train to wait until another train coming

from the opposite direction to pass away.

(28) Station includes Passenger Station and Signaling Station.

(29) Car Shed is a place for rolling stock to be housed.

(30) Rolling Stock is the vehicle for railway operation such as passenger car and

special purpose car (snow removal, track inspection, electricity inspection, accident rescue,

etc.).

(31) Train is the set of rolling stock to be operated on a railway line track under

control of a train safety measure.

(32) Tractive Unit is the rolling stock equipped with traction motor.

(33) Block is the measure to secure a train to exclusively use a section of railway line

by not allowing other trains to come in to the section.

(34) Railway Signal includes Signal, Sign and Indicator.

(35) Signal is a measure to transmit information on operational condition to the

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operator of a train or a rolling stock.

(36) Sign is a measure to communicate each other among staff members engaged in

railway operation.(37) Indicator is the measure to transmit information on location, direction, condition,

etc. to staff members engaged in railway operation.

(38) Dangerous Goods is the items designated by the Minister of MLIT (Ministry

of Land, Infrastructure, Transportation and Tourism) excluding those items under the

jurisdiction of Item 2, Article 2 of Explosive Material Control Act (Act No. 149/1950).

(39) Operation Facility for Safety includes Signaling Facility for Safety and

Telecommunication Safety Facility.

(40) Signaling Facility for Safety includes device to transmit railway signal

and device to automatically decelerate or stop train or rolling stock in accordance with the

transmitted signal in order to secure safety operation of the train or rolling stock.

(41) Automatic Train Control Device is the device to transmit signal on

maximum running speed in succession in compliance with the distance with foregoing

train as well as condition of the route and automatically decelerate and stop the train or

rolling stock (referred to as ATC hereunder).

(42) ATCPattern Controlled ATC is the ATC to transmit signal via on-board

signaling device on optimal running speed of a train appropriate for its location.

(43) Operation control signal section is the corresponding railway line

section by which train operation information is transmitted via on-board signaling device

of a train.

(44) ATCWireless Controlled ATC is the ATC in which train operation

information is transmitted via Leaky Coaxial Cable (LCX) to on-board signaling device

and optimal train operation speed good for the location of a train is allocated.

(45) Telecommunication Facility for Safety is a facility to swiftly exchange

information on safety or operation between points where it is necessary.

(46) Power Station Facility includes power station, section post, sub-section

point, transformer post and power distribution facility.

(47) Power Supply Cable includes overhead catenary and its supporting

structure.

Section 4 Civil works such as embankment surfacing, earth cutting, excavating, earth filling and

piling shall be done properly paying due attention to prevent land slide, caving, mud

spilling and so forth so that nobody is injured.

Section 5 Noise control shall comply with Environmental Regulation on HSR (MOE regulation

No. 46/July 29, 1975), HSR Noise Prevention Manual (Rail No. 17-2/March 5, 1976)

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and Comments on Environmental Protection for HSR Construction. The noise

measurement point shall be so selected as to represent the environment along the

railway line with altitude of 1.2m above ground and 25m away from the center of nearSide Track. Average peak level noise power method shall be applied for the

measurement criteria. However, it is not applicable for restricted industrial restrict very

scarcely populated area such as forest, isolated wilderness, farmland.

(Measures to facilitate smooth transportation of passengers)

Section 6 In developing passenger station facilities, due attention shall be paid for the convenience

and safety of passenger such as elderly and handicapped in compliance with Section 8

of Elderly and Handicapped Passenger Facilitation Act (No. 91/2006).

2 If floor level gap is identified in a route where a measure is required to facilitate

passenger in accordance with the above, slope or elevator shall be equipped.

Chapter 2 Track

Clause 1 Gauge

(Gauge)

Section 7 Standard Gauge shall be 1,435mm.

Clause 2 Track Alignment

(Track Alignment)

Section 8 Curve radius and gradient of slope shall be so designed as to keep up with high speed

operation considering the maximum design speed.

(Curve Radius in Main Track)

Section 9 Radius of curve in Main Track (except for curves in Turnout Curve and curve along

platform) shall be larger than 4,000m. However, radius of curves in Sub Main Track

can be reduced in principle to larger than the figures shown below.

(1) Sub Main Track 1,000m

(2) Deadhead Track and Waiting Track 500m

2 In case of necessary due to specific condition including geographical condition, it can

be further reduced to larger than 400m (200m for section used exclusively for deadhead

train) irrespective to the regulation above considering train speed. However, it can be

further reduced to larger than 200m depending on running performance of a train at

curved section, if the figure calculated with the formula below is larger than 1.2 or if

the figure is smaller than 1.2 but the section is equipped with derailment prevention

guard.

Critical Derailment Coefficient

Assumed Derailment Coefficient Ratio= ------------------------------------------

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Assumed Derailment Coefficient

3 Standard radius Turnout Curve in Main Track shall be larger than the figures below.

(1) Major Main Track and Sub Main Track 1,000m


4 In case of necessity due to other reasons including alignment condition, it can be

reduced to the figures below irrespective to the regulation above.

(1) Major Main Track and Sub Main Track 500m


5 Curve radius of Main Track along platform in a passenger station shall be larger than

1,000m. However, it can be reduced to larger than 800m (500m in case of necessary

due to specific condition including geographical condition) at both ends of platform

(with the length of equivalent to about one passenger car at both ends of the platform)

except in case many passenger is expected.

6 Minimum radius of curve in Side Track shall be larger than 200m.

(Minimum Circular Curve Length and Minimum Straight Section Length between Curves)

Section 10 Length of circular curve with single radius in Main Track shall be longer than 100m (it

can be reduced to longer than 50m in a section with train speed of less than 120km/h).

However, in case it is not possible to secure the length due to track condition or other

reasons, full transition curve shall be applied for entire stretch of the section instead of

circular curve.

2 Straight line section with the length of longer than 100m (it can be reduced to longer

than 50m in a section with train speed of less than 120km/h) shall be inserted between

transition curves for two adjacent circular curves in Main Track. However, in case it is

not possible to insert strait line between two circular curves with opposite curvature

due to specific conditions including geographical condition, the two circular curves can

be directly connected with one single transition curve.

3 Straight line having no Cant with the length of longer than 5m shall be inserted

between two adjacent circular curves in Side Track section.

Section 11 Curved section except for Turnout Curve section shall have Cant in principle with the

amount calculated in the formula shown below. However, it can be reduced to a figure

as big as possible to the calculated figure in Side Track section.

C0= 11.8V2/R

Here, C0, V and R represent the values respectively as follows.

C0 : Design Cant amount (mm)

V : Maximum train speed (km/h)

R : Radius of curve (m)

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2 The amount of Cant shown above shall be smaller than the amount calculated with

the formula shown below.

Cm= G2/0.006HHere, Cm, G and H represent the values respectively as follows.

Cm : Maximum Cant amount (mm)

G : Gauge (m)

H : Distance between rail surface and gravity center of rolling stock (m)

3 Cant shall be so set in principle as to lift up outer rail of 1/2 of the Cant amount and

to lower down inner rail of 1/2 of the Cant amount. However, this is not applied in

Side Track section.

4 The amount of Cant in transition curved section shall be reduced in proportion to

curvature along the transition curve.

5 Irrespective to the regulation specified above, the amount of Cant in the curved

section in downstream side of the Sub Main Track of the yard in Funakoya passenger

station in Kyusyu HSR line can be reduced in the entire stretch of the curve.

6 In case transition curve is not inserted in Side Track section, Cant amount shall be

reduced proportionately in principle in straight line section with the length of 400

times of the curved section. However it shall be 5m if the length of the straight

section is shorter than 5m.

7 Base line side of Turnout Track shall have Cant in principle. However, Cant at

turnout on outside of curve shall be set as to comply with the formula below in order

to take the running performance of rolling stock on the turnout section into

consideration.

R(Cda-C0)/11.8V2

Here, R, Cda, Coand V represents respectively as follows.

R : Radius of curve at turnout side (m)

Cda: Tolerable Cant deficiency (mm)

C0: Designed Cant amount (mm)

V : Train speed (km/h)

(Slack)

Section 12 Circular curve with 200m of radius shall have 5mm of Slack.

2 Slack shall be so set as to expand Gauge toward inside of the curve.

3 Amount of Slack shall be decreased with the following principles.

(1) For a section where transition curve is inserted, amount of Slack shall be

decreased along the entire stretch of the transition curve section.

(2) For a section where transition curve is not inserted, amount of Slack shall be

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decreased along the same section where Cant was decreased, while for a section

where Cant was no set, the length of section for Slack to be decreased shall be

longer than 5m.4 Slack in turnout shall be set as specified in the turnout design drawing.

(Transition Curve)

Section 13 Transition curve shall be inserted between straight line and circular curve and between

two adjacent circular curves except for a curved section in turnout.

2 The regulation prescribed above shall be applied between circular curves in

composite circular curve section with different radius.

3 Irrespective to the above two (2) clauses, transition curve may not be inserted in

Turnout Curve section, circular curve section and alikeness with small amount of

Cant, on condition that running safety of train can be secured by lowering train speed.

4 Length of the transition curve shall be longer than the maximum amount calculated

based on the table below in principle.

Main Track

with maximumdesign speed of

higher than

160km/h

Main Track with maximum

design speed of slower than160km/h (Deadhead Track

and Waiting Track are

excluded)

Deadhead Track, Waiting

Track and Side Track

Transition

curve with

sine halfwave curve

Cubic

parabola

curve

Transition

curve with

sine halfwave curve

Cubic

parabola

curve

L1 1.0Cm 0.8Cm 0.5Cm 0.63Cm 0.4Cm

L2 0.0097CmV 0.0062CmV 0.0062CmV 0.0062CmV 0.0062CmV

L3 0.0117CdV 0.0075CdV 0.0075CdV 0.0075CdV 0.0075CmV

(Note)

L1, L2, L3, Cm, Cd and V in the table represents respectively as follows.

L1, L2 and L3 : Length of transition curve (m)

Cm : Design amount of Cant (mm)

Cd : Cant deficiency to balanced Cant at design maximum speed (maximum

train speed in case of Deadhead Track, Waiting Track and Side Track)

(mm)

V : Design maximum speed (maximum train speed in case of Deadhead Track,

Waiting Track and Side Track) (km/h)

5 Irrespective to the regulation specified above, the length of transition curve can be

reduced to longer than the amount calculated in the following formulas depending on

train speed if necessary due to such reasons as geographical condition.

Section with maximum speed of slower than 299km/h L1= 0.3Cm

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L2= 0.0062CmV

L3= 0.0075CdV

Section with maximum speed of faster than 299km/h L1= 0.45CmL2= 0.0062CmV

L3= 0.0075CdV

6 Irrespective to the regulation specified above, Assumed Derailment Coefficient Ratio

shall be calculated for the exit side of transition curve in the same way as Paragraph 2

of Section 9 above. When the amount is larger than 1.2 and when the amount is

smaller than 1.2 but the track corresponding to transition curve is equipped with

safety measures including derailment prevention guard, the length of transition curve

can be reduced depending on running performance of train at the curve.

7 Irrespective to the Paragraph 5 above, the length of transition curve in the curved

section in downstream side of the Sub Main Track of the yard in Funakoya passenger

station in Kyusyu HSR line shall be 20m.

8 The shape of transition curve shall be sine half wave. However, it can be replaced

with cubic parabola when maximum design speed is slower than 80km/h in Main

Track and Side Track.

9 The previous Paragraph shall also be applied to transition curve between two

adjacent circular curves with opposite curvature or with different radius, in which

length of the transition curve shall be larger than the total of necessary transition

curve length of each circular curve in case of opposite curvature circular curves and it

shall be larger than the difference of necessary transition curve length of each circular

curve in case of different circular curves.

(Slope Gradient)

Section 14 Maximum gradient of slope shall be 15 against 1,000 in a section for train operation.

2 Irrespective to the above, it can be larger than 30 against 1,000 in a section

exclusively used by deadhead train, on condition that the distance of the section is

shorter than 250m.

3 It can further be larger than 35 against 1,000 when the regulation in Paragraph 2

above cannot be complied, on condition that due attention shall be paid to

performances of traction motor, traction power transmission, running devices and

braking devices of train.

4 It shall be less than 3 against 1,000 for the sections of parking yard tracks and Side

Track.

5 Turnout shall not be placed in a section with slope gradient of more than 3 against

1,000. However, it can be increased to less than 25 against 1,000, on condition that

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safety measures are taken including anti-creeping device.

(Vertical Curve)

Section 15 Vertical curve with the radius of larger than 15,000m (10,000m in case necessary dueto specific reason including geographical condition) shall be inserted at a point in

Main Track where gradient changes in a slope. However, it can be reduced to longer

than 5,000m where train speed is slower than 120km/h.

2 Vertical curve shall be inserted if necessary at a point in Side Track section where

gradient changes in a slope.

(Overwrapping of Vertical Curve with Circular Curve or Transition Curve)

Section 16 Vertical curve shall not be inserted in circular curve section. However, it is possible in

case it is necessary due to specific reason including geographical condition, on

condition that the amount of Cant is adjusted in compliance with train speed.

2 Vertical curve shall not be inserted in transition curve section. However, it is possible

in case it is necessary due to specific reason including geographical condition, on

condition that the radius of vertical curve is longer than 15,000m.

Clause 3 Structure Clearance

(Structure Clearance)

Section 17 Any premises including building shall not be placed inside of Structure Clearance.

The Structure Clearance chart in straight line section is shown in Figure 1. However,

it may not be applied in a section where the track is exclusively used for such

purposes as inspection, repair and cleaning of rolling stock. Even though, when such

work as inspection, repair and cleaning of rolling stock is not done, nothing shall be

placed inside of Structure Clearance.

2 The distance between Structure Clearance and Car Clearance (Figure 2) shall be

longer than the amount shown in the table below.

Location of Structure Clearance Distance between Structure

Clearance and Car Clearance (mm)

Window side of rolling stock 500

Above and side of platform 50

3 Structure clearance in a curved section with radius of larger than 2,500m shall be the

same as the one specified above, while the amount calculated with the following

formula shall be added in a section with radius of smaller than 2,500m.

W= 50,000/R

Here, W and R represent the followings respectively.

W: Amount to be added (mm)

R: Radius of curve (m)

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4 Irrespective to the above, for a curved section along platform, the amount calculated

with the following formula shall be added to the structure clearance specified in the

Paragraph 1 of Section 17.W= 39,000/R

Here, W and R represent the followings respectively.

W: Amount to be added (mm)

R: Radius of curve (m)

5 Structure clearance of inspection balcony and alikeness for roof-top devices on

rolling stock which is necessary for rolling stock operation shall be as shown in

Figure 3 as long as itshall not jeopardize safety operation of the rolling stock.

6 Structure clearance in a section between the end of a circular curve (if transition

curves are directly connected each other, it is the point of connection) and 25m from

far end (if transition curve is not inserted, it is the end of the circular curve) of its

transition curve, irrespective of the Paragraph 4 above, shall be increased in

accordance with Paragraph 3 above at the circular curve end and decreasing the

amount proportionately along the section up to another end of the section.

Clause 4 Formation Level Width and Distance between Track Centers

(Formation Level Width)

Section 18 Formation Level Width shall be determined for track to keep up its function in terms

of gauge, track structure, track associated facility, track maintenance work and so

forth and it shall comply with the following criteria.

(1) Formation Level Width in earth fill or earth cut section (the distance between

track centers and edge of the structure) shall be longer than 3m (2.7m in case

train speed is slower than 120km/h) at one side and longer than 3.5m (3.2m in

case train speed is slower than 120km/h) at another side. However, it can be

reduced in case evacuation area is secured and no other problems are identified.

(2) Formation Level Width specified in the Item (1) above shall be expanded in

curved section with the amount calculated by the following formula.

y= C

Here, y and C represent the followings respectively.

y= Amount to be expanded (mm)

: 3.11 in principle, but it shall be 2.94 in case surface drain slope of road bed

is not designed.

C= Designed Cant (mm)

(3) Formation Level Width in elevated structure section such as viaduct shall be

longer than 3m (2.7m in case train speed is slower than 120km/h) at one side

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and longer than 3.5m (3.2m in case train speed is slower than 120km/h) at

another side. However, it can be reduced in case evacuation area is secured and

no other problems are identified.(4) Formation Level Width at evacuation area side shall be longer than 3.5m

considering wind pressure or alikeness caused by running train. However, if

train speed is designed to be faster than 250km/h, safety measure shall be taken

to protect evacuee.

2 Formation Level Width in Side Track section shall be longer than 2.5m.

Section 19 Distance between Track Centers shall comply with the following criteria in order to

secure rolling stock operaton safety and passenger and railway staff safety.

(1) Distance between Track Centers in a section other than passenger station shall

be longer than 4.3m. However, it can be reduced to 4.2m in a section where

safety is secured in terms of train speed.

(2) Distance between Track Centers in passenger station section shall be longer

than 4.6m. However, it can be reduced to 4.2m in a section where the amount is

not necessary for such reason as track side work.

(3) Distance between Track Centers in curved section, irrespective to the Items (1)

and (2) above, shall be increased by adding them two (2) times of the value

calculated in accordance with the Paragraph 3 of Section 17 which is

corresponding to decentering of rolling stock at curve. However, the increase

corresponding to decentering of rolling stock may not be considered in either

case where the Distance between Track Centers is more than 4.3m and radius of

curve is larger than 1,000m, or where the Distance between Track Centers is

larger than 4.2m and radius of curve is larger than 2,500m.

Clause 5 Track Structure

(Track Structure)

Section 20 Track, including turnout shall so designed as to be strong enough to sustain train load,

train speed, transportation tonnage and so forth as well as to take maintenance-ability

and cost into consideration.

(Verification to Big Load)

Section 21 Verification of track structure against big load shall be done as follows in compliance

with the Track Structure Design Standard established separate from this standard,

in order to secure running safety of train.

(1) Verification on bending stress of rail.

(2) Verification on bearing strength of road bed.

(3) Verification on bending moment of Slab Track including PC sleeper.

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(4) Verification on lateral stress and rail clipping stress of rail fastening.

(5) Verification on lateral displacement of track frame.

2 Verification on track stracture against repetitive load shall be done as follows incompliance with the Track Structure Design Standard established separate from this

standard, in order to secure running safety of train.

(1) Verification on lateral stress and rail clipping stress of rail fastening spring.

(2) Verification on track pad.

3 Verificatio on track buckling caused by increase of compression stress by

temperature hike in order to secure running safety of train.

(Rail for Use)

Section 22 Rail to be used for Main Track shall be heavier than unit weight of 60km/m. However,

it can be reduced to 50kg for Deadhead Track and Waiting Track.

2 Unit length of rail except for specific cases such as both sides of the rail are welded,

shall be longer than 20m in Main Track outside of passenger station and Major Main

Track and it shall be 10m in other tracks.

3 Junction rail with the length of longer than 10m shall be inserted between rails with

different type in principle when they are connected each other.

(Long Rail)

Section 23 Long Rail shall be used for Main Track in principle. However, it is not applicable in

cases where it is not possible due to specific reasons such as geographical condition

and track layout.

2 Expansion joint shall be placed at both ends of the long rail in principle.

(Number of Sleeper for Unit Length)

Section 24 Number of sleepers in unit length of rail with 25m shall be as follows for ballast truck

section in Main Track.

(1) For Long Rail section

43 of PC sleepers

(2) For section other than Long Rail

a. For section with maximum train speed of faster than 80km/ and slower than

120km/h

43 of PC sleepers including sleepers for turnout

b. For section with maximum train speed of slower than 80km/h except for

Waiting Track section


c. For Waiting Track section


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However, wood sleeper can be used for curved section with radius of shorter

than 200m and section where Slack is decreased.

2 Two (2) more sleepers shall be added to the number specified in the Paragraph 1 ofSection 24 for curved section with radius of shorter than 400m.

3 Number of sleepers in unit length of rail with 25m in Side Track section shall be

more than 39 of PC sleeper including junction sleeper or same number of wood

sleeper depending on the importance of the track.

4 Number of sleeper shall be increased in accordance with the Paragraph 2 of Section

24 in curved Side Track section with radius of shorter than 400m.

(Rail Fastening)

Section 25 Type of rail fastening in Main Track section shall be double elastic fastening except

for specific cases.

2 Tie plate shall be placed under rail fastening for wood sleeper in Side Track section

in principle.

(How to Place Standard Rail Joint and its Supporting Method)

Section 26 Standard rail joint may be used for section with maximum train speed of slower than

120km/h.

2 Standard rail joint shall not be used in specific places such as near bridge abutment as

much as possible.

3 Standard rail joint shall be supported by sleeper directly. However, it can span

sleepers in specific sections such as turnout and Side Track.

4 Sleeper exclusive for rail junction coupled with tie plate shall be used when the rail

joint is supported directly by sleeper.

5 Idling space shall be placed between rails for standard rail joint.

(Ballast Depth, Type and Shape)

Section 27 Ballast depth and type shall be as shown in the table below in principle.

Track Section Ballast Depth Type

Main Track Earth fill section 300mm or more Crushed stone

Tunnel section 250mm or more Crushed stone

Ballast Bridge section 200mm or more Crushed stone

Sub Main TrackDeadhead TrackWaiting Track

200mm or more Crushed stone

Side Track 200mm or more

(150mm or morefor depot yard)

Crushed stone

2 Standard shape of ballast is as shown below.

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(Slab Track)

Section 28 Slab track shall be used for Main Track section except for specific cases.

2 For other section than Slab Track section, ballast track, direct fastened composite

sleeper track and direct fastened elastic sleeper track shall be used.

3 Pitch of fastenings for non-ballast track shall be shorter than standard pitch of seven

(7) pieces of fastening in 5m of Slab Track length. However, it shall be standard of

eight (8) pieces of fastening in 5m of Slab Track in curved section with radius of

shorter than 4,000m.

4 Irrespective to the above, it shall be standard of seven (7) fastenings in 5m of Slab

Track length for curved section with radius of 1,200m in Sub Main Track section in

passenger station yard.

5 Irrespective to the Paragraph 3 of Section 28, it shall be standard of seven (7) pieces

of fastening in 5m of Slab Track length for those sections of curved section with

radius of 3,500m and 2,500m between Shichinohe-towada passenger station and

Shin-aomori passenger station in Tohoku HSR line and curved section with radius of

3,500m and 1,200m between Shin-tamana passenger station and Kumamoto

passenger station in Kyushu HSR line.

6 Irrespective to the Paragraph 3 of Section 28, it shall be shorter than 900mm in direct

fastened elastic sleeper track section between Morioka passenger station and

Numakunai passenger station in Tohoku HSR line.

(Turnout Layout Alignment)

Section 29 Turnout shall be laid out in consideration of the followings.

(1) Turnout shall be so laid out in principle for train with higher speed to take

reference line side of turnout.

(2) Structure of turnout being laid out in a section with direct fastened track such as

Slab Track shall be direct fastened type such as composite sleeper.

(3) Same type of rail shall be used in principle for turnout and its adjacent 10m or

longer sections.

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(4) Turnout to be used for Main Track shall be nose movable crossing type.

However, rigid Manganese crossing or alikeness can be used for sections of Sub

Main Track, Deadhead Track and Major Main Track with train speed of slowerthan 120km/h.

(5) Distance between two (2) adjacent turnouts and that of turnout and expansion

joint shall be longer than 15m.

(Layout of Turnout in Transition Curve, Vertical Curve and Bridge Sections)

Section 30 Turnout shall not be laid out in transition curve and vertical curve sections. However,

a part of turnout can be laid out in transition curve section with curvilinear

diminishing Cant if train speed is low, curvature of transition curve is small and

variance of Cant diminishing is small.

2 Turnout shall not be laid out in ballast-less bridge section. However, in case it is

necessary due to specific reasons such as geographical condition, it can be laid out on

condition that safety measure for train running is taken.

3 Turnout shall not be laid out at such places as behind bridge abutment and in front of

tunnel where road bed bearing capacity changes and relative ground settlement is

expected to be bigger.

(Structures)

Section 31 Design of structures such as earth fill, earth cut & fill, bridge and tunnel shall comply

with the following design standards.

Design Standard for Railway Structure (Earth Work)

Design Standard for Railway Structure (Concrete Structure)

Design Standard for Railway Structure (Steel and Composite Structure)

Design Standard for Railway Structure (Foundation and Earth Bearing Structure)

Design Standard for Railway Structure (Shield Tunnel)

Design Standard for Railway Structure (Composite Structure of Steel and Concrete)

Design Standard for Railway Structure (Seismic Design)

Design Standard for Railway Structure (Open Cut Tunnel)

Design Standard for Railway Structure (Urban and Mountain Tunnel)

Design Standard for Railway Structure (Displacement Control)

Design and Construction Standard and its Interpretation for Mountain Tunnel

2 If allowable-stress design method is applied for structure design, it shall comply with

Appendix 6 Structure Design by Allowable Stress Design Method (Excluding

Seismic Design) of Ministerial Order for Technical Criteria on Railway (No.

157-2/ Aug. 3, 2002).

3 Structures supporting train load shall be bearable with standard live loads of type N

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and type P as illustrated below. However, if the structure is expected to have

passenger train alone, type P load alone may be applied.

Note: L, L1, L2and L3in the above chart shall be the length in the table shown below

depending on design train axle load (Q) of 160kN or 170kN running on the track and

bridge.

Length (m)

Axle load (Q) (kN)

L L1 L2 L3

160 20.0 2.8 2.2 12.8

170 20.0 3.5 3.5 12.1

(Facility to Alleviate Big Noise)

Section 32 Ground side counter noise measures such as sound abatement shield to alleviate big

noise stemming from running train shall be placed in a section where environmental

measures are necessary such as school defined in Section 1 of Academic Education

Act (Law No. 26/1947), hospital defined in Item 5-1 of Section 1 of Medical Act

(Law No. 205/1948) and resident including childcare home defined in the Paragraph

1 of Section 39 of Child Welfare Act (Law No. 164/ 1947) depending on the

condition (existence of establishment such as school or hospital and density of

resident) of premises.

Clause 6 Buildings

(Buildings)

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Section 33 Design of buildings including operational safety shed, building on platform and

alikeness shall comply with relevant regulations including Architectural Regulation

and shall not affect train operation and passengers convenience.Clause 7 Safety Facility

(Disaster Prevention Facility)

Section 34 Such facility as to prevent any hazard on train operation and to detect danger

including falling object shall be placed in earth cut section, under road bridge section,

tunnel mouth section and section along road where falling object is expected.

2 Immersion prevention facility and drainage shall be equipped to underground facility

such as underground passenger station and tunnel, depending on local condition.

(Protection Measure under Bridge)

Section 35 Protection facility to prevent from falling object shall be equipped to bridge over busy

traffic road, railway and river if falling object may harm someone under the bridge.

2 Bridge protection facility shall be equipped for bridge over busy road and river if

vehicle or ship underneath may damage the bridge.

(Facilities for Underground Passenger station)

Section 36 Ventilation facility good for required volume of air circulation shall be equipped to

underground passenger station including its connecting tunnel and long tunnel.

However, it shall not be necessary if natural air circulation is expected. Here,

Underground passenger station is defined that platform is located underground

(except for mountain area).

2 Underground passenger station shall be equipped with firefighting facilities such as

disaster management room, alarming facility, warning facility, smoke exhausting

facility and fire extinguishing facility. Fire protection measures shall be as follows.

(1) Fireproof building

a. Buildings shall be fireproofed with the following measures.

(a) Materials for structural members and interior finishing (base coat is

included) shall be fireproof material comply with specification of Item 9

of Section 2 of Architectural Basic Act. However, it may be relaxed

with utmost effort in case of interior finishing materials for floor and

wall (top coat layer below 1.2m measured from floor level) in cabins

such as train dispatching room, power dispatching room, signal

handling room and disaster management room.

(b) Flammable materials shall not be used as much as possible for

furnishings such as desk and locker.

(c) Power station, electricity distribution room and machine room shall be

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separated from other rooms by fireproof floor and wall or fire-retaining

door. In this addition, if the rooms are connected each other by

something such as cable, the connection hole shall be filled withfireproof material. Here, Fire-retaining door shall comply with specific

fire-retaining door specified by Item 1 of Section 112 of Enforcement

Order to Architectural Basic Act and it shall be equipped with

automatic closing mechanism such as door closer.

b. Kiosk (small scale only) shall be fireproofed in its structural members,

interior finishing and book shelf.

(2) Installation of disaster management room

a. Passenger station shall be equipped with disaster management room where

staff that collects information, communicates and transmits order, makes

passenger announcement and monitors and operates fire-retaining door is

always stationed.

b. Lighting facility which is activated automatically in case of unavailability of

conventional power supply shall be equipped in the disaster management

room.

c. Emergency power supply shall be battery or in-house power generation type.

Emergency power supply for the facilities listed below shall be the same

type.

(3) Installation of alarm facility, warning facility, evacuation guidance facility etc.

a. Alarm facility

(a) Automatic fire alarm facility shall be equipped in passenger station and

its receiver shall be placed in the disaster management room.

(b) The location of automatic fire alarm facility shall include cabin, kiosk,

power station, electricity distribution room and machine room, and the

automatic fire alarm facility shall be equipped with emergency power

supply.

b. Warning facility

(a) Passenger station shall be equipped with the following facilities.

Communication facility in the disaster management room in order

to communicate with fire department, police station, train

dispatching room, various sites in passenger station (cabinboth

ends of platform and other spots under the management of

passenger station where communication is necessary) and

neighboring major buildings to the passenger station

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Public announcement facility under the controle of disaster

management room with coverage including platform, concourse

and passenger corridor under the management of the passengerstation

Wireless communication facility for back-up

(b) Telecommunication facility shall be placed between passenger stations

for a train to be able to communicate with train dispatching room in

tunnel. Here, the telecommunication facility shall be placed in tunnel

every 250m at the longest.

(c) Telecommunication facility and public announcement facility shall be

equipped with emergency power supply.

c. Evacuation guidance facility

(a) Passenger station shall be equipped with the following facilities.

More than two (2) different evacuation corridors between platform

and above ground

Two different corridors means that either route is

over-wrapped eath other. Passenger safety shall be secured in the

evacuation corridors (caracole is disqualified as a staircase) and the

distance of the routes shall be set as shorter as possible. Access to

above ground shall be from platform only in principle. However,

this principle is not applied if smoke flow barrier is equipped

between tracks in cases that there is no other evacuation route than

getting down from platform to evacuate into adjacent building or

that there is connecting passenger corridor from one platform to

another of side type platform.

Lighting facility

Lighting facility to be lit automatically by emergency power

supply in case of power suspension of conventional electricity

shall be equipped with the brightness of 1 lux on major spots of a

floor.

Emergency exit guide light and route guide light

Technical standard for emergency exit guide light and route

guide light shall comply with Item 2 of Section 26 of

Enforcement Order to Fire Defense Act. However, route guide

light shall be placed on floor and lower part of a wall if the

distance between end of platform and the nearest entrance of

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evacuation corridor is long.

(b) The following facilities shall be placed in a section between passenger

stations. Lighting facility

Lighting facility to be lit automatically by emergency power

supply in case of power suspension of conventional electricity

shall be equipped with the brightness of 1 lux on major spots of an

evacuation corridor floor.

Guide post to show direction and distance to passenger station or

exit of tunnel

The location of the guide post shall be so selected as to secure

visibility in such a way that it is near lighting facility backed up by

emergency power supply and that it is below 1.5m measured from

corridor floor level with every 100m along the corridor.

d. Smoke exhausting facility

(a) Facility to efficiently exhaust smoke shall be placed in passenger station

and between passenger stations in order to secure safety passenger

evacuation.

Required smoke exhausting capacity of the smoke exhausting

facility shall be calculated by a formula shown in Appendix 1.

Mechanical air ventilation facility can be used as smoke

exhausting facility.

Smoke exhausting facility is not necessarily placed in tunnel if

natural air ventilation hole is expected to work as smoke

exhausting facility thanks to vertical alignment of the tunnel.

Smoke exhausting facility run by electricity shall be equipped with

emergency power supply unit.

(b) Facility to prevent smoke from flow such as hanging wall shall be

placed in places such as between platform and track, stairway, and

escalator depending on the local condition. The facility includes a wall

vertically suspended from ceiling or alikeness (movable wall to be

lowered from ceiling by remote control from disaster management

room) made of fireproof material or covered by fire proof material.

e. Fire-retaining door and alikeness

(a) Fire-retaining door either of swing type, sliding type or vertical type

shutter shall be equipped at locations such as between a passenger

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station and another passenger station for other track (except for tracks

that share the same passenger station) and underground corridor

connecting to underground shopping mall.(b) Fire-retaining wall or alikenessness shall be equipped at places such as

evacuation stairway on platform and where necessary for passenger to

evacuate safely. The fire-retaining shutter shall comply with the

specification shown in Item 1 of Section 112 of Enforcement Order to

Architectural Basic Act and it shall be lowered automatically by sensor

unit up to the level of 2m measured from floor level and it shall also be

remote controlled by disaster control room. Besides, it shall be two (2)

step control closing system that on site manual controle by staff in

charge is possible. Confirmation of closing and locking shall be able to

monitor at disaster control room.

f. Other facilities

(a) Dedicated ventilation facility shall be placed at power station in

principle. However, fire damper may be placed in ventilation hole of

existing power station if dedicated ventilation facility can not be placed.

(b) Kiosk shall not be located in places where passenger evacuation is

blocked and places between ends of platform and the nearest evacuation

corridor entrance or exit.

(c) Kiosk of convenience store type shall be designed to comply with fire

proof and smoke proof planning.

(d) Emergency electricity outlet shall be placed at each floor below fourth

basement including the floor if accumulated space of floors below

fourth basement including the floor comes to larger than 1,000m2.

(e) The emergency electricity outlet shall be equipped with emergency

power supply unit.

(f) Distance between any spot in a cabin and evacuation exit shall be

shorter than 100m.

(g) Places assigned to evacuation route between passenger stations shall be

designed not to block smooth evacuation.

(4) Installation of fire extinguishing facility

a. Passenger station shall be equipped with the following facilities.

(a) Fire extinguisher

Fire extinguisher shall be located in passenger station at places

where necessary for firefighting in compliance to Item 2 and Item 3 of

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Section 10 of Enforcement Order to Fire Defense Act.

(b) Indoor fire hydrant

Indoor fire hydrant shall be located in passenger station at placeswhere necessary for firefighting in compliance to Item 3 and Item 4 of

Section 11 of Enforcement Order to Fire Defense Act and it shall be

equipped with emergency power supply unit.

(c) Piped water spraying system or ceil sprinkler system with water

injection mouth

Piped water spraying system or ceil sprinkler system with water

injection mouth shall be equipped in cabins (except for cabins for train

operation safety) in compliance to Item 2 of Section 12 and Item 2-2 of

Section 28 of Enforcement Order to Fire Defense Act.

Ceil sprinkler system with water injection mouth shall be placed in

convenience store type kiosks in compliance to Item 2 of Section 12 of

Enforcement Order to Fire Defense Act.

(d) Water pipe network

Outlets of water pipe network in passenger station shall be located

at places where firefighting is necessary such as platform, concourse

and corridor. The water pipe network shall be placed in compliance to

Item 2 of Section 29 of Enforcement Order to Fire Defense Act.

However, it is not necessary in case indoor fire hydrant equipped with

water outlet is already placed and it is workable for firefighting.

b. Water pipe network shall be extended to a place between passenger stations if

the distance between water outlet on platform of one passenger station and

that of another passenger station is longer than 500m.

(5) Public announcement facility

Public announcement facility shall be placed at passenger stations in order

to inform passengers the followings.

a. Passenger evacuation of train will be made not by stopping the train but by

keep running up to the next passenger station in case of fire in tunnel.

b. Evacuation from train is possible form both ends of the train.

c. Necessary information for safety evacuation of passenger such as emergency

evacuation route map.

3 Information transmission facility, lighting facility, train protection facility, evacuation

guide facility and firefighting facility including fire extinguisher shall be equipped in

long tunnel mountain tunnel.

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Here, long mountain tunnel is defined as a tunnel with the length of longer

than 5km or accumulated length of tunnels with the distance between two (2)

adjacent tunnels is shorter than the length of a designed longest train (it can be set asshorter than 400m for Tohoku HSR and Hokuriku HSR lines) is longer than 5km.

(Prevention of Train Overrun)

Section 37 Following facilities shall be placed at places where train might possibly overrun and

cause danger.

(1) Safety track shall be laid in a section where Main Track or important Side Track

might possibly be an obstacle each other and automatic train stop facility is not

equipped.

(2) Design standard for Buffer Stop shall be as followings.

a. Standard shape and dimension of the Buffer Stop is as shown in Figure 4.

b. Category 1 Buffer Stop for HSR.

(a) End of Main Track (except for track in depot yard and direct connecting

track to Side Track)

(b) End of Side Track (except for track in depot yard)

c. Category 2 Buffer Stop for HSR

(a) End of Main Track (exclusively for track in depot)

(b) End of Side Track (exclusively for track in depot)

d. Category 3 Buffer Stop for HSR

The places where such structures as building, high embankment and

earth cutting are located and overrun of train or rolling stock from

designated position might possibly bring about serious damage to them

e. The category 1 Buffer Stop can be simplified as the followings as long as

operational safety is secured.

(a) Buffer Stop alone without havoing gravel fill shall be acceptable.

(b) Standard gravel fill with width of 4m width, height of 500mm (300mm

above rail level) and distance of 10m shall be acceptable for dead end

Main Track.

f. Structure of the category 3 Buffer Stop for HSR shall be acceptable with

concrete block with earth fill.

(3) Buffer Stop shall be laid out at Side Track with either of a condition listed

below and its dimension such as shape, size and location shall be decided based

on consultation with operator.

a. Side Track where parked rolling stock might accidentally come into Main

Track section

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b. Other locations considered necessary

(Block People from Stepping into Track Area)

Section 38 Defense facility to block wayside people to step into track area shall be laid out alongtrack. However, it is not necessary in a section where wayside people access is hardly

possible such as bridge and tunnel.

(Evacuation Facility)

Section 39 Track shall be so designed as evacuating passenger to be able to walk.

Clause 8 Track Post

(Track Post)

Section 40 Track post includes car clearance post, kilometer post, curve post and gradient post

which protect track and secure train safety. Shape of each post shall be decided by

consultation with operator.

Chapter 3 Passenger station

Clause 1 Passenger station

(Alignment in Passenger station Yard)

Section 41 Alignment in passenger station yard shall conform to train operation.

2 Effective length of Main Track used for refugee of train in passenger station yard

shall be long enough to accommodate the longest train planned to stop for refugee.

(Passenger station Facility)

Section 42 Passenger station shall be equipped with platform, passenger flow facility (corridor,

concourse, stairway, elevator and escalator), passenger service facility (ticket

checking latch), passenger pool (ticket booking window and waiting hall), staff

facility (space for passenger station workers) and lighting facility good enough for

volume of passenger.

2 Passenger station shall be equipped with facility to lead and inform passenger with

direction, location, guidance and prohibition on ticket checking latch, ticket booking

window, concourse, platform and lavatory.

(Platform)

Section 43 Effective length of platform shall be 10m longer than the length of passenger car

multiplied by planned maximum number of passenger car of train and it shall be long

enough not to hinder smooth passenger flow to and from train.

2 Width of platform shall be longer than either 9m in case both sides are used or 5m in

case only one side is used. However, it can be decreased at both ends of platform in

curved section to longer than either 5m in case both sides are used or 4m in case only

one side is used. As an exception, platform width at passenger stations of Okutugaru,

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Kikonai and Yakumo of Hokkaido HSR line can be decreased to longer than 4.0m for

general section and 7.0m for stairway section in case of side type platform having

overtaking train, and it can be 3.7m for general section and 6.7m for stairway sectionin case of side type platform having no overtaking train.

3 Platform shall be equipped with movable platform gate. However, it is not necessary

in either case of the followings.

(1) A platforms that started or finished construction prior to the establishment of

this standard and it is difficult to equip movable platform gate

(2) An additional platform to accommodate HSR train in a passenger station (only

station built prior to establishment of this standard) managed by other operator

than the HSR operator and the platform is under the following conditions

a. All train is planned to stop.

b. Fixed type platform gate is planned to be placed.

(3) Other than the conditions listed above, in case a facility to be able to secure

passenger safety when overtaking train passes is planned to be placed

4 Distance between edge of movable platform gate and entrances of overpass,

underpass and waiting room shall be longer than 1.2m (0.9m as long as passengers

flow is not expected to be jeopardized).

5 Distance between movable platform gate (inner face) and edge of platform shall be

longer than 2m at a side where overtaking train will pass.

6 Standard height of platform shall be 1.25m above rail level.

7 Standard horizontal distance between platform edge and track center shall be 1.76m

(1.8m at a side of platform where overtaking trains will pass).

8 Standard horizontal distance between platform edge in curved section and track

center shall be increased by the same amount for construction clearance specified in

Section 17.

9 Both of descending and ascending escalators shall be placed in case height of

corridor leading to ticket checking latch is different from height of platform. However,

it is not necessary at passenger stations of Okutsugaru, Kikonai and Yakumo of

Hokkaido HSR line.

10 Surface of capstone along platform edge shall be anti-skid finishing with nonskid

material.

11 Platform structure shall comply with Ministerial Order on Structure and Facility for

Passenger Facilities including Building and Rolling Stock to Facilitate Smooth

Passenger Flow (MLIT No.111/2008) in addition to this standard.

(Passenger Corridor and Alikeness)

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Section 44 Width of passenger corridor and passenger stairway shall be wider than 1.5m.

2 Stair landing shall be inserted in passenger stairway at every 3m height. Length of

the stair landing shall be longer than 1.2m in principle.3 Hand rail shall be equipped at both sides of the stairway in principle.

Clause 2 Depot and Accessory Facilities

(Depot and Accessory Facilities)

Section 45 Depot shall be planned taking the capacity of existing depot into consideration and it

shall be designed as follows if additional depot became necessary.

(1) Depot

Appropriate size of capacity shall be secured against planned rolling stocks.

(2) Rolling Stock Inspection and Repair Facility

Necessary range of inspection and repair equipments shall be installed against

planned rolling stock to be inspected and repaired.

Chapter 4 Road Crossing

(Road Crossing)

Section 46 Railway track shall be vertically separated from public roads at crossing.

Chapter 5 Electric Facility

Clause 1 Cable Run Facility

(Contact Line and Auxilliray Facility)

Section 47 Power feeding system shall be either auto transformer power feeding system (herein

after referred to as AT power feeding system) or coaxial cable power feeding

system or direct power feeding system.

2 Structure of contact line shall be overhead single line type.

3 Auto transformer of AT power feeding system (other than placed in substation)

including peripheral devices and electricity line shall be so placed as hardly be

touched by people.

4 The provision regarding installation of overhead power feeder line shall be applied

for electricity line to transmit power from substation to auto transformer (except for

contact line and power feeder line, hereinafter called supplementary power feeder

line) and no other loading factor facilities than auto transformer shall be

connected.

5 Supporting structure placed above platform for contact line and power feeder line

shall not be equipped with steps for person in charge to climb below 1.8m measured

from platform level. However, this may not be applied in the following cases.

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(1) The steps can be housed inside the suppoting structure.

(2) Barrier to prevent from climbing is equipped to the supporting structure.

(3) Barricade or alikeness is placed around the supporting structure to preventoutsiders to come in.

(4) Climbing is not possible blocked by building or alikeness on the platform.

6 Height of overhead power feeder line shall comply with the following standard.

(1) It shall be higher than 5.5m above rail level when it crosses railroad or track.

(2) It shall be higher than 6m above road level when it corsses road.

(3) It shall be higher than 5m above pedestrian way level or platform level when it is

placed on pedestrian deck or platform. However, it may not be applied when

protection such as roof are placed between overhead power feeder line and

pedestrian deck or platform.

(4) In other cases than described above, it shall be higher than 5m above ground level.

However, it can be reduced to 3.5m above ground level when it is placed in such

locations as tunnel, snow shed, overbridge and it is not possible to secure 5m.

7 Standard height of contact line shall be 5m above rail level and it shall be higher than

4.8m and lower than 5.3m.

8 Trolly line placed in Main Track section shall be either guttered hard copper trolly

line with nominal cross-section area of larger than 110mm2, grooved copper alloy line,

or grooved copper covered steel line complying with provision on grooved hard

copper trolly line of Japan Industrial Standard.

9 Contact line shall be catenary suspension type complying with the following

provisions

(1) Hanging method shall be chosen depend on running speed of train.

(2) Standard pitch between hangers shall be 5m.

(3) Automatic tension controle device shall be equipped in Main Track and locations

where contact line crosses Main Track directly.

10 Lateral decentering distance of contact line shall be smaller than 300mm measured

from track center.

11 Grade of contact line against rail level shall be less than 3 in 1,000 irrespective of

train speed. However, it may be less than 15 in 1,000 in Side Track section.

12 Supporting structure for contact line shall be placed in compliance with the

dollowings.

(1) Distance between supporting structure shall be shorter than 60m in case of simple

catenary suspension type and it shall be less than 80m in case of compound

catenary suspension type.

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(2) Safety factor to be used in designing supporting structure of contact line shall be

as follows against expected tensile load corresponding to maximum wind load,

electricity line weight and so forth.a. Safety factor for concrete pole shall be larger than 2 against failure load.

b. Safety factor for steel pole, steel tower, beam and bracket shall be larger

than 1 against allowable stress of material.

(3) Foundation of steel pole or steel tower shall be made of concrete or the equivalent

with safety factor of larger than 2 against tensile load, compressive load and

bending moment caused by supporting structure.

13 Safety factors specified in the following table shall be secured for contact line against

expected wind load, electricity line tension and so forth.

Category Type of Line Condition Safety Factor

Electricity line Hard copper line, copper

alloy line

Against tensile load 2.2 or larger

Other electricity line Against tensile load 2.5 or larger

14 Branch line shall be placed in compliance with the followings.

(1) Safety factor against tensile load shall be larger than 2.5.

(2) When stranded wire is used it shall be made of more than 3 wires. However, it

shall be made of zinc galvanized steel bar or the equivalent or better in terms of

strength and durability for underground section and a section below 30cm above

ground level, and it shall be attached to stay block or alikeness.

(3) The wire shall be made of metal with diameter of larger than 2mm and tensile

strength of larger than 690N/mm2.

(4) Protection measure for branch line to touch overhead electricity line shall be

taken not to transmit the trouble of the touch.

(5) Branch line placed on concrete pole or steel pole shall not share a strength against

larger than one half of maximum wind load to be born by the concrete pole or

steel pole in compliance with provision of Paragraph 12 (relevant to Item (2)

only) or Item (2) of Paragraph 3 of Section 52.

(6) Branch line placed on steel tower shall not share a strength to be born by the steel

tower in compliance with provision of Paragraph 12 (relevant to Item (2) and (3)

only) or Item (2) of Paragraph 3 of Section 52.

15 Standard voltage of contact line shall be monophase current 25,000V.

16 Voltage of contact line shall be sufficient enough for rolling-stock to perform its

ability and to secure train operation schedule.

17 When contact lines with different standard voltage are connected each other, dead

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section shall be placed in between in order to prevent trouble stemming from mixed

voltage.

18 Electricity line shall be placed depending on service voltage.19 Power feeder line (overhead feeder line is excluded here and hereunder) placed in

long tunnel (underground tunnel in urban area with length longer than 1.5km for each

section, other than underground tunnel in urban area with length of longer than 2km

of one tunnel, and tunnel having passenger station(s) inside with the distance between

passenger stations (between platform ends) in the tunnel or distance between the

adjacent passenger station to the tunnel end is longer than 1km. This is applied for the

Paragraph 21 and Item (3) of Paragraph 21 of Section) or alikeness shall be placed in

compliance with the followings.

(1) Electricity line to be placed shall be cable.

(2) Power feeder line shall be taken with flame resistant measure as specified either

of the followings.

a. Cable shall be covered by fire retardancy material with noncombustibility or

self-distinguishing performance.

b. Cable shall be covered by fire spreading prevention tape, fire spreading

prevention sheet, fire spreading prevention paint or alikeness with

noncombustibility or self-distinguishing performance.

c. Cable shall be housed in fire retardancy pipe or trough with

noncombustibility or self-distinguishing performance.

20 The performances of noncombustibility and self-distinguishing referred in the

Paragraph 19 shall be defined as follows.

(1) Noncombustibility

It is made of noncombustible matter complying with the Paragraph 9 of

Section 2 of Building Standard Act or alikeness with better performance.

(2) Fire retardancy with self-distinguishing

a. In case of cover of electricity line or fire spreading prevention tape, fire

spreading prevention sheet, fire spreading prevention paint of coverd

electricity line, or alikeness

It shall comply with flame resistance test specified in No. 21 of Appendix

1 of Ministry Code (Ministry of Trade and Industry Code Section 85 in

1962) which regulates technical standard of ectric devices, or it shall have

better performance.

b. In case of pipe or trough

It shall comply with flame resistance test specified in Appendix 2 of No.

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24 of Ministry Code which regulate technical standard of electric devices, or

it shall have better performance.

21 Separation distance of power feeder line placed in long tunnel (overhead powerfeeder line is excluded which is called power feeder line hereunder) from other

power feeder line, power transmission/distribution line, low current electricity line,

or water pipe when they are in proximity to or crossing each other shall be longer

than the value specified in Appendix 2. However, it may not be applied in case of

either of the followings.

(1) Secure firesafe partition wall is placed between power feeder line and other power

feeder line, power transmission/distribution line, low current electricity line or

alikeness, or water pipe.

(2) Power feeder line in proximity to or crossing with low current electricity line or

alikenessness is cased in fire retardancy pipe or trough with secure

noncombustibility or self-distinguishing performance, and the pipe or trough is

placed not to touch low current electricity line or alikeness.

(3) Low current electricity line or alikeness in proximity to or crossing with power

feeder line is either optical fiber cable covered by fire retardancy matter with

noncombustibility or self-distinguishing performance, or optical fiber cable

cased in fire retardancy pipe or trough with noncombustibility or

self-distinguishing performance.

(4) Power feeder line in proximity to or crossing with low current electricity line or

alikeness is so placed not to directly touch with the low current electricity line

taken with flame resistant measure complying with Item (2) of Paragraph 20 or

alikeness.

(5) Power feeder line in proximity to or crossing with water pipe is cased in fire

retardancy pipe or trough with secure noncombustibility or self-distinguishing.

(6) Power feeder line in proximity to or crossing with other power feeder line or

power transmission/distribution line is in either of the following conditions.

a. It is covered by fire retardancy matter with self-distinguishing performance.

b. It is cased in fire retardancy pipe or trough having self-distinguishing

performance.

(7) Either one of power feeder line in proximity to or crossing with other power

feeder line or power transmission/distribution line is covered by matter with

noncombustibility performance.

(8) Either one of power feeder line in proximity to or crossing with other power

feeder line or power transmission/distribution line is cased in secure

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noncombustibility pipe or trough.

22 The noncombustibility and fire retardancy with self-distinguishing performance

reffered in the Paragraph 21 shall be defined as follows.(1) Noncombustibility

Noncombustible matter specified in Paragraph 9 of Section 2 of Building

Standard Act or alikeness with better performance.

(2) Fire retardancy with self-distinguishing performance

a. Power feeder line cover or power transmission/distribution line cover

It shall comply with combustion test specified in IEEE Std.383-1974 or

alikeness with better perfprmance.

b. Optical fiber cable cover

It shall comply with flame resistance test specified in supplemental table

No. 21 of Appendix 1 of Ministry Code which regulates technical standard

of electric devices.

c. Pipe or trough

It shall comply with flame resistance test specified in No. 24 of Appendix

2 of Ministry Code which regulates technical standard of electric devices or

alikeness with better performance. However, pipe manufactured as double

layer pipe, it shall comply with flame resistance test specified in No. 1. (4) g.

of Appendix 2 of Ministry Code which regulates technical standard of

electric devices.

(Proximity to or Crossing with Overhead Contact Line or Alikeness)

Section 48 Separation distance (except for through next Paragraph to Paragraph 8) of power

loaded section of overhead contact line or power feeder line from

other other electricity line, building or alikeness when they are in proximity to or

crossing with each other, shall be larger than the value specified in Appendix 3.

2 Separation distance of power loaded section of overhead contact line

or overhead contact line from passenger station building, signaling station, building

on platform, signal or alikeness shall be longer than 1.5m. However, it can be reduced

to 1.2m (it can be further reduced to 0.3m if metal part is earthed and warning sign is

displayed at the building on platform) if it is not possible due to local conditions.

3 Separation distance of power loaded section of overhead contact line or overhead

power feeder line from overbridge, tunnel, snow shed, bridge or alikeness (hereinafter

refereed to as overbridge) or AT protection shall be longer than 0.3m.

4 Separation distance of AT protection line and powered section with equivalnet

electric potential from shall be longer than 0.15m. However, it can be

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reduced to 0.07m if it is not possible due to structural constrain.

5 Separation distance between powered sections of different phase alternate current

shall be longer than 0.4m.6 Separation distance between power feeder line and contact line in AT power feeding

system shall be longer than 0.5m. However, it can be reduces to 0.45m if it is not

possible due to local conditions.

7 Separation distance between power loaded section of contact line or overhead power

feeder line and leakage coaxial cable affixed to tunnel wall shall be longer than 1.2m.

8 Overhead contact line or overhead power feeder line shall not be placed in crossing

with overhead power transmission/distribution line with high voltage (larger than

750V for direct current and larger than 600V and smaller than 7,000V for alternate

current and this definition shall be applied hereunder) or low voltage (smaller than

750V for direct current and smaller than 600V for alternate current and this definition

shall be applied hereunder),overhead low current electricity line or overhead optical

fiber cable (hereinafter reffered to as overhead power transmission/distribution

line). However, if local condition doesnt allow to comply with the provision and

overhead power transmission/distribution line or overhead low current electricity line

or alikeness with high voltage or low voltage is placed as follows.

(1) Cable or electricity line with hard copper stranded wire with cross-section area of

larger than 38 mm2or with tensile strength of larger than 14.51KN is used for

high voltage overhead power transmission/distribution line.

(2) Cable is is used for low voltage overhead power transmission/distribution line.

(3) Communication cable coverd by polyethylene resin insulationvinyl is used for

overhead low current electricity line.

(4) Distance between each supporting structure of overhead power

transmission/distribution line or overhead low current electricity line or

alikeness shall be smaller than 120m when the supporting structure is made

concrete pole or steel pole.

(5) Separation distance of power loaded section of contact line or overhead power

feeder line and overhead power transmission/distribution line or overhead low

current electricity line or alikeness shall be longer than 2m. However, it can be

reduced to 0.5m if the overhead power feeder line is cable type and to longer

than 1m if it is insulation electricity line for extra high voltage (voltage larger

than 7,000V which is called extra high voltage insulation electricity line

hereunder).

(Insulation Sectioning of Contact line)

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Section 49 Insulation sectioning of contact line shall not be placed in the following areas.

However, it shall not be applied if permanently closed sectioning operation device is

placed and a fail safe measure is taken for train not to approach the sectioning pointeven if the sectioning operation device is accidentally open.

(1) Area where train or alikeness is always parking.

(2) Area within the biggest distance between power collection devices of a train or

alikeness running from the beginning of an operation control signal section or a

section where control information is displayed (in case of pattern controlled

ATC, it is the end of last section where a train or alikeness is allowed to enter by

control information) toward outside of the section.

(3) Area within stopping distance of a train or alikeness when stop signal is displayed

toward inside of the beginning of an operation control signal section or a section

where control information is displayed (in case of pattern controlled ATC, it is

the end of last section where a train or alikeness is allowed to enter by control

information).

(4) Irrespective to the previous provisions, insulation sectioning can be placed for the

area in (2) and (3) above if it is necessary from technical point of view and also

sectioning point of the contact line is always open and fail-safe masure is taken

that a train or alikeness is not damaged when it accidentally stopped.

(Accident Prevention at Overbridge or Alikeness)

Section 50 Accident prevention facility shall be placed when contact line or power feeder line is

placed under overbridge, road bridge or alikeness (hereinafter called overbridge)

and it may possibly danger user or something of the overbridge.

2 When overhead contact line or overhead power feeder line is placed under overbridge,

the following provisions shall be observed in addition to the previous provision,.

(1) Metal parts of bridge girder shall be grounded.

(2) Sign post to show potential danger shall be displayed wherever necessary.

(Installation of Return Current Rail)

Section 51 Return current rail shall secure enough electric circuit to the amount of return current

and it shall be so placed to minimize leaking current from the rail to ground.

(Installation of Power Transmission/distribution line)

Section 52 Electricity line shown in the middle column of the following table shall be used

depending on the service voltage of shown in the left hand side of the table unless

otherwise cable is used. However, except for the service voltage is extra high voltage,

electricity line shown in the right hand side column of the table can be used on

condition that the electricity line will not damage other electricity line, building and

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so forth in the event that overhead power transmission/distribution line is cut off or

supporting structure of overhead power transmission/distribution line is collapsed.

Service Voltage Electricity line

Extra high voltage Hard copper stranded wire

with cross-section area of

larger than 22mm2 or

stranded wire with tensile

strength of larger than

8.71KN

High voltage and

low voltagehigher

than 300V

Hard copper line with

diameter of longer than 5mm

or electricity linewith tensile


8.01KN

Hard copper line with diameter

of longer than 4mm or

electricity line with tensile

strength of larger than 5.27KN

Low voltage lower

than 300V

Either hard copper line with

diameter of longer than 4mm

or electricity line with tensile


5.27KN or either hardcopper line for low voltage

insulation electricity line

with diameter of longer than

2.6mm or low voltage

insulation electricity line

with tensile strength of larger

than 2.30KN

Either hard copper line with

diameter of longer than 3.2mm

or electricity line with tensile

strength of larger than 3.44KN

or either hard copper line forlow voltage insulation

electricity line with diameter of

longer than 2.6mm or low

voltage insulation electricity

line with tensile strength of

larger than 2.30KN

2 Irrespective to the previous provisions, vinyl insulation electricity line or multicore

electricity line for branch line shall not be used for overhead power

transmission/distribution line when service voltage is higher than 300V.

3 Supporting structure for overhead power transmission/distribution line shall be placed

in compliance with the thefollowings.

(1) Distance between supporting structures shall be shorter than 150m when concrete

pole or steel pole is used and shorter than 400m when steel tower is used (it may

be extended to 600m in such cases as hard copper stranded wire with

cross-section area of larger than 55mm2

or tensile strength of larger than

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21.67KN for extra high voltage overhead power transmission/distribution line is

used, hard copper stranded wire with cross-section area of larger than 38mm2or

tensile strength of larger than 14.51KN for high voltage overhead powertransmission is used, and hard copper stranded wire with cross-section area of

larger than 22mm2or electricity line with tensile strength of larger than 8.71KN

for low voltage overhead power transmission/distribution line is used).

(2) Supporting structure of overhead power transmission/distribution line for extra

high voltage or high voltage shall be placed in compliance with provision of

Item (2) and Item (3) of Paragraph 12 of Section 4.

(3) When branch line is placed on the supporting structure, it shall be in compliance

with the provision of Paragraph 14 of Section 47.

4 Clasp of brace or insulator to support extra high voltage overhead power

transmission/distribution line shall be grounded.

5 Safety factor against tensile load of overhead power transmission/distribution line,

except for cable is used, shall be larger than 2.5 (it may be reduced to 2.2 in case

hard copper line or heat resistant copper alloy is used).

6 Diversion of overhead power transmission/distribution line shall be made at the

supporting point except for the following cases.

(1) Diversion is so made for overhead power transmission/distribution line as no

tensile stress is load to the line.

(2) Diversion is made by the cable placed in compliance with the provision of

Paragraph 9.

7 Distance between overhead power transmission/distribution lines in the same circuit

shall be secured considering service voltage, distance between supporting structures,

electricity line sway caused by wind, dangling or swinging up caused by snow or ice

load and their eventual fall out.

8 In case cable is used for overhead power transmission/distribution line, messenger

wire (galvanized steel stranded wire with cross-section area of larger than 22mm2

or

tensile strength of larger than 5.93KN (for extra high voltage, it shall be galvanized

steel stranded wire with cross-section area of larger than 22mm2or tensile strength

of larger than 13.93KN)) shall be used for suspension.

9 Safety factor against tensile

Documents

Appendix B (Shinkansen)