Japanese transport system. Japan transport. Public transport in tokyo
Transport complex of Japan
Transport is one of the most important sectors of the economy of any country. This is an important system in the complex mechanism of the world economy, which provides production links, transports goods and passengers. When characterizing the operation of the transport system, such indicators as the volume of transported goods, freight turnover (taking into account both the weight and the distance of transportation of goods), passenger turnover, density of transport infrastructure and many others are used.
The ratio of modes of transport in the transport systems of regions and individual countries of the world is different. Thus, the transport system of industrialized countries has a complex structure and is represented by all types of transport, including electronic.
Especially high level Japan's transport infrastructure development is different. Japan's transport system is the envy of any country in the world. All modes of transport in Japan are impeccably organized, and the highway network is one of the most highly developed on the planet. For 100 sq. km of territory accounts for about 7 km of railways and 30 km of highways. Air communication is provided by modern airports (the largest are Tokyo and Osaka). On the coast there are large seaports - Kobe, Chiba, Nagoya, Yokohama and Kawasaki. The islands are connected by bridges and tunnels, ferries run between them. In Japan, all types of transport are developed, with the exception of river and pipeline transport. In terms of cargo transportation, the first place is occupied by road transport (60%), the second place - by sea. The role of rail transport is declining, while air travel is growing. Due to very active foreign economic relations, Japan has the largest merchant fleet in the world.
- The importance of transport in providing intra- and inter-district communications between sectors of the economy
It is transport that ensures not only the normal functioning of the state, but also its national security and integrity. "...Transport should give the economy something more than just the necessary throughput and transportation capabilities ..." In the system of a single national economic complex of Japan, transport occupies a special place. It is one of the industries that form the infrastructure of the national economy. The ever-increasing scale of social production, the expansion of the spheres of industrial use of natural resources, the development of economic and cultural ties both within the country and with foreign countries, the requirements of the country's defense capability cannot be met without the powerful development of all modes of transport, a widely ramified network of communications, high mobility and maneuverability of all modes of transport.
The territory of Japan is divided into 9 economic regions (from north to south): 1. Hokkaido; 2. Tohoku (Aomori, Iwate, Miyagi, Akita, Yamagata, Fukushima prefectures); 3. Kanto (prefectures of Ibaraki, Tochigi, Gunma, Saitama, Chiba, Tokyo, Kanagawa); 4. Chubu (prefectures of Niigata, Toyama, Ishikawa, Fukui, Yamanashi, Nagano, Gifu, Shizuoka, Aichi); 5. Kinki (Mie, Shiga, Kyoto, Osaka, Hyogo, Nara, Wakayama prefectures); 6. Chugoku (Tottori, Shimane, Okayama, Hiroshima, Yamaguchi prefectures); 7. Shikoku (Tokushima, Kagawa, Ehime, Kochi prefectures); 8. Kyushu (prefectures of Fukuoka, Saga, Nagasaki, Kumamoto, Oita, Miyazaki, Kagoshima); 9. Okinawa, and 4 subdistricts (included in economic regions).
The rapid internal migration, the flow of investments, the development of industries new to Japan, the lack of free land plots for industrial development, the creation of a continuous chain of industrial cities and production-territorial complexes led to the formation of urbanized and then hyperurbanized areas in the industrial part. Such formations, as a result of the ensuing process of "spreading concentration", developed into metropolises.
The territory of the industrial part became the place of residence for almost 70% of the country's population. There was a phenomenon of pendulum migration of labor force. In other words, due to the extremely high cost of land in major cities metropolitan residents were divided into two groups: a smaller, “night” group, whose financial situation allows them to live and work within the boundaries of large cities, and those who leave in the evening to go home outside the city. In this regard, transport in Japan plays a huge role in providing intra- and inter-regional communications of the state.
The country, poor in natural resources, managed to successfully integrate into the world economy over the post-war years, turning first into a manufacturing workshop on the planet, and then into a supplier of high-tech products, and, finally, into the largest financial center. That is why the country began to actively develop sea and air transport.
- The influence of natural and socio-economic factors on the operation of transport and the location of communications.
Natural factors have significantly influenced the placement of metro lines. The first subway lines were laid not with tunneling shields, but with excavators, from above, if possible directly under the roadway, so as not to affect neighboring houses. And then they closed the tunnels from above with iron shields, along which the ground traffic flow went. So, for example, it happened on the Tokyo Ginza. If necessary, with the help of cranes and winches, you can easily open the “ceiling” of the subway and get to the place of malfunction or accident. Accordingly, you can get to the platform of the metro station quite quickly - by running down two or three flights of stairs. No escalators. However, not everywhere. The relief of the Japanese capital is quite complex. Accordingly, the subway rails sometimes go several tens of meters deep, then approach the very surface, or even jump out. So, for example, at Shibuya Station, sandwiched between two hills, subway cars stop on the fourth floor of the local department store building.
- Appointment of different modes of transport.
RAILWAYS are the most important mode of transport in Japan.
After the Second World War, the railroads played an important role in the rebirth of the nation. Japan soon took the path of intense economic development and accelerated urbanization. In this, the railways also played an important role, transporting the bulk of the population. Now the railways of Japan are characterized by a high level of technical equipment and management.
Japan Railways carries about 22.63 billion passengers each year. This amounts to an average of 200 trips per Japanese resident per year. (Appendix N 1)
Japan's new Shinkansen super express rail system has attracted world attention since construction began on the Tokaido Shinkansen line in 1960. The line was launched in October 1964 (on the eve of the Tokyo Olympics) and linked Tokyo to Osaka. The 1435 mm track has no level crossings, is characterized by smooth turns and slopes, and is intended only for the carriage of passengers. This allows trains to reach speeds of 200 km/h. Subsequently, other Shinkansen lines were built, including San'yo, Tohoku, and Joetsu. Bullet train lines are now 2,153.9 km long, and the trains carry about 275 million passengers annually.
Since the 60s. railways began to experience ever-increasing competition from road and air transport.
Meanwhile, the Shinkansen super-express train tracks continue to spread to more and more corners of the country. In October 1997, in anticipation of the opening of the Winter Olympics in February 1998, the first line of the Shinkansen Super Express Line opened, linking Takasaki (Northwest Tokyo) with Nagano. The fastest Asama train on this line has a maximum speed of 275 km/h.
Local private companies (non-JR group railways) carry 60% of passengers throughout Japan, 96% of which go to large urban centers or surrounding areas. Obviously, the workload of Japanese urban transport without commuter trains would be much greater.
UNDERGROUND. A significant part of the lines of the Tokyo subway is very shallow. Unlike, say, Moscow, the local metro builders did not set themselves the triple task of creating new system urban transport, make it the "eighth wonder of the world" and at the same time provide citizens with affordable bomb shelters in case of war. In Tokyo, the principles of functionality and rationalism, and therefore cheapness, were put at the forefront. The start of operation of the first section of the metropolitan subway is attributed to December 1927, when a 2.2-kilometer tunnel connected Ueno and Asakusa stations. Today, Tokyo has 12 subway lines with a total length of more than 230 km.
The lines of the Tokyo subway are quite branched and cover the map of the capital in an intricate grid. But the problem is not only in the huge number of stations, lines and crossings. The fact is that some lines belong to the municipality of Tokyo, while others are owned by private companies. And private traders laid lines, in accordance not so much with the needs of the city, but with the planned benefit. As a result, it happens that on sufficiently large segments the lines run almost parallel to each other.
The metro is quite tightly integrated into the general transport network of the capital. Within one station, only by switching to another platform, you can transfer to a city train or even a long-distance train.
The metro, in addition to the capital, operates in Osaka, Nagoya, Kobe, Sapporo, Yokohama, Kyoto, Fukuoka and Sendai. In 1991, there were 34 metro lines in the country with a total length of 523.6 km.
Japan's AIR TRANSPORT developed under favorable supply and demand conditions. In Japan, this type of transport is used not only for trips abroad, but also for communication within the country. Demand for aviation services has especially increased in the business sector: a reduction in transit time can increase commercial profits or even lead to a better deal. Another factor in favor of the development of air travel within the country was the reduction in prices for air transport services. The cost of flying from Osaka to Tokyo today is only 10% more expensive than traveling by high-speed rail.
SEA TRANSPORT
Developed primarily in the seas surrounding Japan. The Inland Sea (Seto Naikai) serves the main industrial areas of central Japan. Maritime transport is the main transport artery of the country along with railways.
AUTOMOBILE TRANSPORT.
In terms of cargo transportation (50% of their total) and passenger transportation (70%) among the modes of transport in Japan, road transport has been leading since the 70s. Japan has one of the first places in the world in terms of the density of the road network (3 km per 1 km2). All cities with a population of more than 500 thousand people are connected by a network of high-speed highways (the first appeared in 1963). In terms of the size of the car park (76 million cars, of which about 70% are cars, 30% are trucks and 1% are buses), Japan ranks second in the world after the United States. There is an average of 1.13 cars per family (household).
- Technical and economic features and performance of various types of transport.
In terms of cargo transportation (50% of their total) and passenger transportation (70%) among the modes of transport in Japan, road transport has been leading since the 70s. Japan has one of the first places in the world in terms of the density of the road network (3 km per 1 km2). All cities with a population of more than 500 thousand people are connected by a network of high-speed highways (the first appeared in 1963). In 2001, Japan's top-class highways were nearly 8,000 kilometers long, and their construction continues. But the number of cars is very large, so the length of express roads per car is significantly lower here than in other developed countries - 0.09 km versus 0.45 in the USA, 0.30 in France, 0.26 in Germany, 0 .21 in Italy, 0.14 in the UK. Tolls on high-speed highways are very high.
In terms of the size of the car park (76 million cars, of which about 70% are cars, 30% are trucks and 1% are buses), Japan ranks second in the world after the United States. There is an average of 1.13 cars per family (household).
Traffic on Japanese roads is very heavy. Noteworthy is the large number of parking lots, which are evenly distributed along the highways, in the immediate vicinity of the highway, but in the so-called "sleeves"; Here you can relax, have a snack, buy essential goods, souvenirs. There are always trees and flowers near the parking lots, and near some there are real small gardens. Care for the disabled is noticeable - there are convenient entrances for wheelchairs to restaurants, special toilet cabins are equipped.
Although road transport is now the leader in Japan, we must not forget the huge role that railways played in the development of the country.
Currently, rail transport occupies the second place in the country in terms of passenger traffic (27%); annual passenger turnover - 400 billion passenger-kilometers. This mode of transport remains popular with the Japanese for two main reasons. First, due to many kilometers of traffic jams on highways ah, many people prefer to get to the station by bike and, leaving it near the station, continue their journey by train - often faster this way and at least you can accurately calculate the time required for the journey. Secondly, the railway lines in Japan were laid in accordance with the migration flows of the population, and the stations became a kind of centers of attraction: near the stations there are the largest department stores, and snack bars for every taste. Entertainment establishments gravitate to the stations and cultural centers, hotels. The difficult economic situation is forcing all companies to diversify their activities. Railway companies do not stand aside - they are increasingly involved in new areas of activity, providing new types of services, including cosmetic, massage, travel business (here you can book a hotel in popular places of tourism and recreation, buy tickets, for example, to the extremely popular in Japan Tokyo Disneyland) and information business.
Description of work
1. The importance of transport in providing intra- and inter-regional links between sectors of the world economy.
2. The influence of natural and socio-economic factors on the operation of transport and the location of communication lines.
3. Appointment of various modes of transport.
4. Technical and economic features and performance indicators of various modes of transport.
5. Geography of communications.
6. Formation of a single transport network, its configuration and density.
7. The structure of transportation. The main directions of passenger and cargo traffic.
8. Interaction of different modes of transport.
9. Main transport hubs.
10. Environmental impact of the transport complex on the environment.
11. Problems and prospects for the development and deployment of certain modes of transport and communications.
According to the strategy scientific and technological development The priorities of the innovative development of transport in Japan were arranged in such a way that rail, road and sea transport became of paramount importance. With the opening of the world's first bullet train, Tokaido, in 1964, Japan laid a good foundation for the development of passenger rail transport. As a result, in 1970, the Shinkansen National Development Law was promulgated, according to which the total length of the network was to reach 7,000 km. However, unlike the Tokaido shinkansen, other shinkansen lines serving less populated areas proved unprofitable. Therefore, the construction of new high-tech high-speed lines slowed down sharply by the end of the 20th century.
Keywords: transport in Japan, innovations in the field of transport, the strategy for the development of transport in Japan, the development of the Shinkansen network.
The rapid economic development of Japan in the 50s - early 70s. The twentieth century made the whole world talk about " economic miracle". From a moderately developed country with an economy destroyed by the war, it turned into a highly developed industrial power. The state faced new problems related to the need for structural adjustment. But the global energy crisis of 1973-1974. significantly hit the economy of the Land of the Rising Sun and, being the end of a twenty-year period of high rates economic growth Japan, pushed back the time of structural adjustment to the 80s. Already in the 1990s. the country's economy was again engulfed in a cyclical recession, from which it recovered only in the early 2000s. began to appear until the global crisis that arose in mid-2008. The catastrophic earthquakes and tsunamis of 2011 dealt another tangible blow to the Japanese economy.
However, despite the sporadically emerging economic problems, the country overcomes them quite effectively thanks to (first of all) the harmonious interaction between the state and business, as well as innovative development. The question of the priorities of innovative development became especially acute in Japan by the beginning of the 1970s. As Yu. D. Denisov, a Russian specialist in the development of science and technology in Japan, rightly notes, economic situation, resource capabilities of Japan and its position in the system of world economic relations, the Economic Council of Japan concluded: the strategy of universal development implemented in the United States, when attention is simultaneously paid to the growth of almost all industrial sectors and, consequently, an exceptionally wide range of scientific and technological areas, for Japan unacceptable… The most correct way seemed to be to concentrate national resources on certain scientific and industrial areas, that is, to choose the so-called selective economic development strategy implemented on the basis of carefully selected priorities” (Japan 2008: 148-149).
Priorities were to be identified in the field of scientific and technological development in transport and in transport engineering. By that time, Japan had overtaken economically developed countries in a number of indicators of the scientific and technical level of development of transport, and in some indicators even overtook them. But all the created potential and resources for further development were not sufficient for the country to equally develop the existing transport complex, to become a world leader in all types of transport engineering. Therefore, a selective approach was put at the forefront of Japan's transport policy, providing for the allocation of the main directions of scientific and technological development and the determination of those modes of transport that will receive priority support from the state. In other areas, the transport strategy provided for the borrowing of foreign scientific and technological achievements, that is, the acquisition of patents, licenses, as well as the purchase of finished equipment.
In accordance with the transport strategy, priority scientific directions research and development work in the aviation industry and, accordingly, the production of aircraft were not included. It was impossible for the creators of the strategy for the development of transport and transport engineering in Japan to catch up with the world level with the existing (or rather, absent) scientific and technical potential in the field of the aviation industry. They believed that it would be inappropriate to raise the production of aircraft and aircraft engines from scratch (after the Second World War, the occupying authorities liquidated it) with limited qualified human and financial resources.
At the same time, priorities in the field of transport (and transport engineering) were given to road, sea and, most importantly, rail transport. Indeed, by the 1970s, when the priority strategy was formed, there was already a huge scientific and technical potential in railway transport. By this time, the world's first high-speed railways had already been built. Consider how the super-technological Tokaido railway was created at that time.
The revival of the economy and its subsequent rapid growth since the mid-1950s. raised the question of the need to reconstruct the main road - Tokaido. It was decided to supplement the existing mainline railway with a new railway and motorway. The construction of the new railway became the subject of heated discussions among professionals, which was also reflected in the media. Two positions on this issue emerged: the first is to build a road similar to the existing one, that is, a narrow gauge one, the second is a new generation road with a wide gauge. The second point of view was supported and actively defended by Sogo Shinji, the president of Kokutetsu. He recruited the retired Head of the Rolling Stock and Mechanical Engineering Department, Shima Hideo, to serve as Kokutetsu's Vice President for Engineering.
In 1957, the Research Institute of Railway Technology (Tetsudo sogo gijutsu kenkyujo) prepared a technical justification for the creation of a new standard gauge railway, according to which high-speed electric motor trains could cover the distance between Tokyo and Osaka (515 km) in 3 hours. In August 1957, the Ministry of Transportation formed the Kokutetsu (Nihon kokuyu tetsudo kansen tosakai) Trunk Railway Research Committee, which was tasked with carefully analyzing railway proposals and selecting the best one. As a result of the analysis carried out and active position the leaders of "Kokutetsu" S. Sogo and H. Shima The Commission, after long hesitation, came to the final conclusion about the prospects of building a high-speed Shinkansen line between Tokyo and Osaka. Construction of the Tokaido Shinkansen began in 1959, and by the start of the 1964 Olympic Games in Tokyo, the world's first high-speed Shinkansen line was inaugurated.
In 1964, the maximum speed of trains on this line was 210 km per hour. So, the Kodama shinkansen covered the distance between Tokyo and Osaka in 4 hours, and the Hikari, which appeared in 1965, took 3 hours and 10 minutes. With the advent of this line and the intensification of competition for passenger traffic with road transport, changes began in the train schedule. Back in 1961, Kokutetsu was forced to revise the schedule in connection with the commissioning of Limited Express trains on 34 more tracks, as a result of which their number increased to 54. These high-speed trains were very comfortable: there were air conditioners, a seat reservation system and so on. Before the advent of the superfast shinkansen line between Tokyo and Osaka, only four "Limited Express" operated in each direction.
From the very beginning, 14 twelve-car "Hikari" and 12 of the same "Kodama" began to be used on the Shinkansen line daily in both directions. The frequency of trains has increased. During the 1970 Osaka International Exposition, three sixteen-car Hikari and six twelve-car Kodama departed every hour. At the close of the exhibition, three Hikari and three Kodama departed hourly in opposite directions. The length of the high-speed Shinkansen line grew, the number of passengers transported increased: from 100 million people in July 1967 to 200 million people in March 1969 and 300 million people by July 1970. Already in the third year of operation of this line, revenues exceeded expenses (including interest on borrowed capital and depreciation).
The economic effect of the high-speed Tokaido Shinkansen line stimulated the construction of the 554-kilometer Sanyo line from Osaka to Hakata (Fukuoka, Kyushu). The maximum speed on this line was 260 km per hour. The line passed through many tunnels, including the 18.7 km Sin-Kammon Tunnel under the Kanmon Strait. Interest and demand for shinkansen has increased in many parts of the country. As a result, in 1970, the Law on the National Development of Shinkansen Bullet Lines was promulgated. In accordance with this law, the 497-kilometer Tohoku-shinkansen line (Tokyo - Morioka, north of Honshu Island) and the 270-kilometer Joetsu line were built, running from Omiya Station (30 km north of Tokyo) to Niigata (the coast of the Japanese seas). According to the law, it was supposed to build 7000 km of tracks of such lines (including the already built Tokaido and Sanyo). But all lines, except for Tokaido and Sanyo, were unprofitable. The construction of some of them has stopped (Satoru Sone 1994: 4-8). Nevertheless, the creation of the Shinkansen network was a revolutionary upheaval in the railway transport of Japan, which later influenced the development of passenger rail transport in Europe, and then Asia. Great merit in this achievement of the twentieth century. belongs to the management and engineers of Kokutetsu.
The Land of the Rising Sun will forever go down in history as the creator of the world's first superhighways - Shinkansen. They were the crown of scientific and technical creativity in the field of railway transport in the last century. However, their invention and launch would not have been possible without scientific and technological progress in other areas of knowledge, including electronics. The Japanese experience in creating high-speed railways is used in many advanced countries of the world. But the 21st century will undoubtedly witness the widespread adoption of a new generation of maglev trains reaching speeds in excess of 500 km/h, and Japan is making good progress in R&D in this direction.
Japan also has other, although less well-known, but no less impressive scientific and technological achievements in the field of railway transport. All four main Japanese islands- Honshu, Kyushu, Shikoku and Hokkaido - have rail links via bridges or tunnels. The world's longest seabed tunnel (53.85 km) connects the islands of Honshu and Hokkaido. The projects for the construction of railway tunnels and bridges, which are expected to be built in the near future, are even more ambitious.
Created almost half a century behind the advanced countries of Europe and the USA, the railway transport of Japan historically not only quickly reached the European level of development of this branch of the national economy, but already in the 1960s. could become one of the world leaders. Japan became the first country in the world where qualitatively new bullet trains appeared, which were the result of scientific and technological progress in the field of passenger transportation and technical re-equipment of railways. Japan was followed by Holland, France and a number of other European countries. It took a little less than half a century for Asian countries - China, South Korea, Taiwan - to also start building high-speed roads.
The importance of shinkansen, mini-shinkansen and other high-speed trains for the Japanese economy cannot be overestimated. Super express trains, running regularly at intervals of 10-15 minutes at an average speed of 200 km/h, have become a common mode of transportation for business and commuting for millions of Japanese. They contributed to the unification of cities along the Tokaido transport line into one oligopolis.
Considering the issues of the strategy of innovative development of Japan's transport in a broad sense, one should not lose sight of such an aspect of it as modernization in the field of industry management. The scope of this article does not allow dwelling on this problem in detail, but it seems appropriate to at least identify it.
In the context of the globalization of the world economy and the liberalization of national markets, Japan was one of the first to embark on a large-scale privatization of state-owned railways. The Japanese model of privatization proved to be very successful. After a ten-year decline in the activities of the state corporation Kokutetsu, the newly formed seven largest railway companies quickly went into self-sufficiency mode. The privatization of state-owned railways has increased competition in transportation. But the development of Japan's railway transport, even after privatization, remains under the control of the state, which regulates tariffs for transportation, makes recommendations, and partially finances new construction on a commercial basis. Such a flexible combination of state and market levers of regulation of the industry gives noticeable positive results(Avdakov 2011).
In conclusion, I would like to note that in the Asian transport space, the influence of other actors besides Japan, and above all China, is becoming more and more noticeable. The PRC is the first country in the world to build (not without the participation of the German oligopoly Siemens) a maglev railway connecting the center of Shanghai and the airport of this city. China has made significant progress in the field of railway engineering. At the end of 2010, a Chinese-made CRH 380A train set a world speed record of 486 km/h. By the end of 2010, the length of high-speed railways in China reached 8.3 thousand km, which is also the world's highest achievement. By 2012, it is planned to increase the length of these highways to 13,000 km (Tomberg 2011). In the context of tougher competition in the world in the field of transport and transport engineering, Japan faces an even more acute problem of advancing innovative development, improving the system of priorities in research and development work, and choosing new directions for the development of technology.
Literature
Avdakov, I. Yu. 2011. Features of the privatization of state railways in Japan. Eastern analytics. Yearbook 2011. M.: IV RAN.
Tomberg, I. R. 2011. China Railways: World Economic Experience. Railway engineering 4(16): 22-25.
Japan. Yearbook. 2008 (pp. 148-149). M.: Russian Academy Sciences, 2008.
Satoru Sone. 1994. Future of High-speed Railways. JapanRailway & Transport Review 30: 4-8.
Shinji Sogo (1884-1981) was born in Ehime Prefecture (in the north of Shikoku). After graduating from the Faculty of Law at the University of Tokyo in 1909, he began working at the Railway Agency, where big influence rendered by Goto Shimpei. In 1926, Shinji Sogo became director of the South Manchurian Railway, then after World War II, chairman of the Railroad Association, and in 1955 was appointed president of Kokutetsu.
Shima Hideo (1901-1998) graduated from the University of Tokyo in 1925 with a degree in mechanical engineering. He was the creator of steam locomotives 2-8-2 class D-51 and D-52, and in the post-war period 4-6-4 class CG2. At the same time, he actively defended the technical direction of the development of electric motor trains, emphasizing limited opportunities locomotive technology with narrow-gauge Japanese railways. He is rightly called the "father of the Shinkansen". From 1969 to 1977 he was president of the National Space Research Agency.
Japan's transportation system is one of the most advanced in the world. Railways make it possible to get to almost anywhere in the country. In addition, the system of high-speed highways is as well developed as the country's air transport. In cities, transport links are provided by buses and taxis (around the clock); ferries connect the cities of Tokyo, Osaka, Kobe with the main ports of the islands of Hokkaido and Kyushu.
Moreover, 2 Japanese airlines (“Japan Airlines” and “All Nippon Airways”) provide international transportation services. Japan also receives flights from foreign airlines that operate flights to almost all corners of the planet.
Railways in Japan are owned by the Japan Railways (JR) group of companies, which consists of 6 companies operating throughout the country, as well as other companies that operate in most major cities. JR rail service is famous for its high precision. In Tokyo, a city with heavy rail traffic, commuter trains stop every 1.5 minutes during peak periods.
Shinkansen, "bullet trains", provide ultra-fast and highly reliable service throughout almost all of Japan. The Shinkansen road network includes the following lines: Tokaido, Sanyo, Kyushu, Tohoku, Nagano, Akita, Yamagata, Joetsu.
Long-distance trains JR: super-expresses, courier high-speed trains, expresses with sleepers and couchettes. The fare varies depending on the distance and type of service. In cities, tickets for local lines can be bought from special vending machines located at each station.
Japan Rail Pass - Japan Rail Pass
The Japan Rail Pass is a great value and convenience for travelers. The Traveler-Only Pass entitles you to unlimited travel on JR roads, buses and ferries (with some route restrictions). Until recently, seat reservations could only be made at the Japan Railways office (all shinkansen operated by Japan Railways), but since June 2017, the carrier has introduced online seat reservations on all high-speed trains in the Tohoku and Hokkaido regions. For JR Pass holders, seat reservation is a free service available up to 30 days prior to travel date.
The JR Pass is a must for a foreign tourist if they plan to visit at least Tokyo and Kyoto during the week, the most popular cities for travelers in Japan. The pass covers not only the Shinkansen (except for the Nozomi and Mizuho Expresses), but also many other trains, including the Narita Express, which runs between Tokyo and Narita Airport. By using the pass only on routes from the airport to Tokyo, then to Kyoto, back to Tokyo and to the airport, you will already save.
You can purchase a JR Pass valid for 7, 14 or 21 days in advance outside of Japan or on the spot at Tokyo and Osaka airports and Japan Railways headquarters. The travel card contains the traveler's passport data, so you cannot transfer it to another person. Upon arrival in Japan, you need to exchange the coupon purchased outside the country for a JR Pass card at the Japan Railways office.
JR provides Japan Rail Pass holders with special discounts on accommodation at JR group hotels. If you show your Japan Rail Pass at check-in, you will receive a 10% discount.
Public transport in Japan is very well developed. A unified transport system makes it possible to transport huge flows of passengers. Each major city in Japan has several modes of transportation with convenient timetables and single tickets for all types of transport.
The transport system is thought out to the smallest detail, from signs to interactive maps routes at stops, which can sometimes confuse a tourist with an abundance of information. However, this allows you to do without a trip by taxi and renting a car.
Tickets in Japan
Japan has a very confusing situation with tickets and travel cards. The fact is that one type of transport can be served by many operating companies that have their own types of tickets and their cost.
For example, the subway in Tokyo is operated by Tokyo Metro and Toei, each with their own lines with their own tickets. Transferring from Tokyo Metro to Toei requires the purchase of an additional ticket. The situation is the same with city buses - many carriers and many tickets.
Travel cards in Japan
Buying various tickets for different types of transport is difficult for tourists, it is quite difficult to figure out which buses or metro lines belong to them. The most convenient way out of the situation is to buy special travel cards. Some operate only on the metro, others on buses, and others allow you to use all types of transport. In Tokyo, for example, the most universal ticket is PASMO. For Osaka, the similar ticket is the Osaka Amazing Pass (formerly known as the Osaka Unlimited Pass).
The cost of tickets varies in different cities, on average it is approximately 1000-3000 yen (400-1200 rubles) for the main modes of transport.
Tickets are sold at vending machines and ticket offices located at stations and stops. When you select a final stop, the machine will issue a ticket.
It is much easier and more profitable for frequent trips to buy unlimited travel cards for all types of transport or only for the bus.
The cost of a trip with prepaid cards depends not only on the distance, but also on the chosen operator company. They can be replenished within the indicated value ranges. For each trip, a certain amount will be debited from the card.
Type and name of the ticket | Price | Where to use | Ticket Description |
From 1000 to 10000 yen | Buses, subways and trains R, Tokyo Metro, Toei | The most optimal type of travel card, allows you to move on different types transport from different companies. |
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1000 and 3000 yen | On vehicles owned by JR | Prepaid cards, you only need to go through the orange turnstiles. |
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2000 yen + 500 yen deposit | On the JR East Line of the Tokyo Monorail | Prepaid card, 210 yen (80 rubles) deducted from the deposit. |
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One-day Tokyo Rail Pass | 730 yen (300 rubles) | On JR trains | Unlimited 1-day pass, valid within the boundaries of Greater Tokyo*. |
Tokyo Free Kippu | 1580 yen (600 rubles) | JR trains and buses | Unlimited 1-day pass, valid within Greater Tokyo*. |
One-day Travel Pass for the Toei network | 700 yen (270 rubles) | Buses, trams and subways on Toei lines | Unlimited travel card for 1 day, bought at the airport with the presentation of a passport and a boarding pass. |
One-day Economy Pass for Toei | 500 yen (200 rubles) | Toei buses | Unlimited travel card, valid only in 23 areas related to the city of Tokyo*. |
29,110 yen (11,200 rubles) | On trains and trains JR | Bought before the trip, valid throughout the country. Read more. |
*The 23 districts of Tokyo are districts belonging specifically to the city, and not to the prefecture of the same name. Greater Tokyo (Tokyo Metropolitan District) - this is the name of the city of Tokyo and its neighboring cities, which in fact do not have borders with each other.
Buses in Japan
In cities, buses are the main mode of transport, with the exception of Tokyo and Osaka, where the main flow of passengers is transported by subway and commuter trains. This is also related to strong traffic jams.
AT big cities the bus system is very complex and this is due to the presence, as a rule, of several carriers, sometimes duplicating the same route, but with different prices and tickets.
In Tokyo and Osaka, buses run short distances, such as between subway and train stations. Prices in such buses are practically fixed. In other cities, where buses play a major role, the routes are divided into different transport zones. Prices when traveling from one zone to another are higher.
Bus operating hours: 07:00-21:00
Bus stops have names written in both English and Japanese. The route number and final stop are indicated under the windshield of the bus.
You need to enter the bus through the doors equipped with a turnstile, usually the front ones. When buying a ticket from the driver, you need to tell him the final stop, and he will punch the ticket at the right price.
Subway in Japan
There are subways in Japan or similar systems in Tokyo, Osaka, Nagoya, Yokohama, Sapporo, Kobe, Kyoto, Fukuoka, Kitakyushu, Sendai, Hiroshima and Okinawa.
Tokyo and Osaka have busier subway systems than the rest of the country. This is due to the fact that in these cities they play a major role in the transportation of passengers, leaving buses in second place. The Tokyo subway is considered unique in the world in terms of the number of stations and infrastructure.
For most Japanese, the subway is reliable and fast way get to work or school. Metro fares are often slightly higher than those on buses, but this is offset by the absence of traffic jams and an extensive system of stations.
Usually they connect different areas of cities, less often, together with electric trains, they serve for trips from the suburbs. In large cities, there are large stations that combine suburban lines and the subway.
For better orientation at such stations, it is better to remember the color of the desired line and look at the signs, the arrow will be painted in the desired color for the desired branch.
Features of the subway in Japan
At the stations, passengers are separated from the edges of the platform either by a brightly colored line or by a fence with sliding turnstiles.
Some trains are equipped with carriages in which only women can ride, they are marked with a white and pink inscription Women Only.
During rush hours at the central stations of the Tokyo subway, such a number of passengers sometimes accumulate that special employees “tamp” them into the car. This rarely happens, but for many tourists it is calling card subway in Tokyo.
Monorail in Japan
There are monorails in Japan in many cities, for example, in addition to Tokyo, such systems are common in Osaka, Okinawa. However, they play the main role in the transport communication of Tokyo.
Tokyo monorail - complete automated system there are no trains, there are no drivers in the cars. The monorail lines do not intersect with metro and suburban trains, they have their own stations and tickets that must be purchased separately.
In the west of Tokyo, there is the Tama Toshi Monorail line, in the city of Chiba, a Tokyo suburb, there are two Chiba Urban Monorail branches at once.
The most used monorail is the Tokyo Monorail, which links the city to Haneda Airport. The end stations of the monorail are Hamamatsucho Station and Haneda Airport Terminal 2 Station.
Trams and trolleybuses in Japan
Tram lines, despite their considerable age, have been preserved in many cities in Japan. They are mainly used as suburban transport and are a popular attraction for tourists.
Thus, only one line remained in Tokyo, served by Toei. Tram runs every 15 minutes.
The cost of a trip on the Tokyo tram is about 160 yen (60 rubles), a day pass is 400 yen (160 rubles). The fare is paid at the exit at the machine next to the driver. A map of the tram line in Tokyo can be seen.
Trolleybuses in Japan are very unusual - these are the Kurobe and Tateyama underground lines. They serve the mountain tourist route between the cities of Tateyama and Omachi.
The rapid growth of industry, the deepening of the inter-district and international division of labor, the increase in dependence on exports and imports, the increase in the mobility of the population - all this made and still makes increased demands on the transport system of Japan. By the nature of the transport system, it resembles countries Western Europe, but in terms of the size of the transportation of goods and passengers far exceeds any of them. In Japan, all types of transport are well developed, with the exception of inland waterways and pipelines.
The coastal fleet plays a leading role in domestic transportation of goods, and the importance of road transport has also increased markedly. But by rail, almost no cargo is transported. The structure of internal passenger turnover has also changed, in which automobile transport came out on top, rail remained in second, and air transport occupied third. External cargo transportation is provided almost exclusively by maritime transport.
It is most logical to start the characterization of the transport system of Japan with railway transport. First of all, because it is the railways that still form its backbone. The main highways run along the northern and especially south coast about. Honshu. Shorter transverse roads cross the central part of the mountainous island, linking the coastal highways. Complementing this system are roads on the islands of Hokkaido, Kyushu and Shikoku. Over time, almost all of them were duplicated by highways.
The total length of Japan's railways has noticeably decreased over the past decades, amounting to 20 thousand km in 2005 (18th place in the world). In terms of railway freight turnover, it also occupies only 10th place. But in terms of their passenger turnover (380 billion passenger km), Japan has long competed for first place with a huge Soviet Union and only recently lost the lead to China and India - countries with a billion people. The following figures are no less illustrative: each Japanese travels an average of 1,900 km per year by rail, while a Frenchman - 1,235 km, a German - 1,170, a Russian - 1,060, and an Englishman - 670 km.
The railways of Japan are of a very high technical level. All major highways are electrified. Monorail roads, roads for the movement of trains on a magnetic suspension are widely used. Thanks to this, Japan, along with France, occupies a leading position in the world in the development of high-speed railways, which ensure the movement of passenger trains at a speed of 200–300 km/h. As early as 1979, an experimental car on an electromagnetic-dynamic suspension overcame the “dream barrier” - a speed of 500 km / h. And in 1999, already a five-car train with passengers, also on a magnetic suspension, reached a speed of 552 km / h, and in 2008 - 581 km / h.
Japan's success in the field of high-speed rail can best be illustrated by the example of Shinkansen highways("new gauge line"), which was opened in 1964, on the eve of the Tokyo Olympics. This line connected the "big three" urban agglomerations of Japan, i.e. Tokyo, Nagoya and Osaka, which together form the Tokaido megalopolis.
The length of the Shinkansen highway was at first 515 km. The blue-and-white Hikari (light) express train began to run along it, accommodating from 1,200 to 2,000 passengers. It covers the distance between Tokyo and Osaka in 2.5 hours. And this despite the most difficult route with 300 bridges and 66 tunnels. In 1996, the Nozomi (Hope) superexpress train began to run along this highway, the speed of which reaches 300 km / h. The Shinkansen is also characterized by exceptional traffic density, reaching 285 trains per day. It is estimated that during the 35 years of the existence of this line, 3.5 billion passengers were transported along it, and during all this time not a single one of them was injured due to any accidents on the railway. And the average delay per year is only 0.4 minutes, including delays due to causes such as typhoons, earthquakes, snowfalls, avalanches and other natural disasters.
Over time, however, the concept of "Shinkansen" has gone far beyond the megalopolis of Tokaido. First, this highway was extended to the city of Fukuoka, located in the north of about. Kyushu, while its length increased to 1100 km. Then a whole network of high-speed (up to 270 km/h) railway lines, which connected the different parts of about. Honshu (Fig. 119). By 2025, their total length is planned to be increased to 14,000 km.
Younger automobile transport has long been successfully competing with the railway. In terms of the length of roads, Japan ranks fifth in the world, second only to giant countries such as the United States, India, Brazil and China. But in terms of the density of the road network (3,130 km per 1,000 km 2 of territory), it is second only to Belgium and Singapore, and in terms of road traffic and the size of the car park (75 million cars), it is second only to the United States. Large, efficient trucks took over general cargo transportation, becoming a major competitor to the railroads. And in terms of passenger turnover, road transport in Japan is already twice ahead of rail transport.
Highways usually run parallel to railroads, forming so-called polyhighways. Highways (highways) in Japan provide two-lane and even multi-lane traffic in both directions. Every 15–20 km, in the most picturesque places, there are recreation areas with cafes, canteens, long-distance and emergency telephones, gas stations, and souvenir kiosks. And every 40-60 km service stations are equipped, working around the clock.
An exceptionally large role in Japan maritime transport, which takes care of coastal and almost all foreign trade transportation. Navy Japan ranks second after Panama in terms of the number of ships (more than 2.5 thousand). True, in terms of its tonnage, the country is now inferior to twelve other states, but if we take into account the Japanese ships sailing under "cheap flags", then its tonnage will be not 11, but almost 90 million barrels. - reg. t.
Rice. 119. Shinkansen high-speed rail network
A very important place in the transport system of Japan is occupied by its seaports, which provide both coastal and international transportation. In total, there are more than a thousand ports in the country, 19 of them are of international importance, including 9 belonging to the category of world ports, that is, they have a cargo turnover of more than 50 million tons per year (see table 150 in book I). They form three port complexes.
The main one is Keihin, located on the coast of Tokyo Bay and includes four major ports. The central place in this complex is occupied by Tokyo, where a large container terminal has been built and berths for general cargo are located. More than 2 / 3 of the total cargo turnover of the port of Tokyo falls on coastal transportation, but it also participates in international transportation. The port of Tokyo is accessible to vessels with a draft of up to 12 m. Yokohama, located 30 km from the capital and connected with it by a shipping channel, serves as an outport of Tokyo. Its cargo turnover is dominated by bulk cargo - oil, iron ore, chemical products, food, but finished products also occupy an important place. In the past, Yokohama was also the main passenger port of the country, but now this function has almost completely died out. Between Tokyo and Yokohama is the port of Kawasaki, which is adjacent to the berths of heavy industry, and on the opposite shore of Tokyo Bay is the port of Chiba, which specializes mainly in oil cargo.
The second place is occupied by the Hanshin port complex, located on the shores of the Akashi Strait, which connects the Inland Sea of Japan with the Osaka Bay. This complex includes the ports of Osaka and Kobe. The first of them performs approximately the same functions as the port of Tokyo, and the second - as the port of Yokohama in the Keihin complex. Most of the territory of the port of Kobe was created artificially by dumping soil, and the depth here reaches 12–15 m. transportation.
The third port complex - Tokai - was formed on the shores of the Ise Bay. Nagoya stands out in it, the berths of which have a depth of 5-15 m and are adapted to receive liquid, bulk and general cargo. And cars are exported through this port, mineral fertilizers, metals, various equipment.
By level of development air transport Japan is also in one of the first places in the world. In terms of its passenger turnover, it is inferior, although by a large margin, only to the United States. Air Transport provides both domestic and international transportation. And the largest airports in the country are located in Tokyo (Haneda, Narita) and Osaka.
In Japan, as a mountainous country, the problem of overcoming various kinds of natural barriers. Suffice it to say that her railways there are 3.5 thousand tunnels with a total length of 1500 km. Of the ten longest railway tunnels in the world, half are in Japan. Perhaps the greatest difficulty for this archipelago country is the provision of reliable maritime and land links between its four main islands.
For this purpose, the Inland Sea of Japan (Seto), which stretches for 450 km and is one of the busiest navigable areas of the World Ocean, is very widely used. In addition, the islands are connected to each other by bridges and transport tunnels. Back in 1942, the Kanmon underwater tunnel was opened under the narrow Shimonoseki Strait separating the islands of Honshu and Kyushu. This tunnel has three levels and is adapted for rail, road and pedestrian traffic. In the post-war period, when its capacity became insufficient, a second tunnel was built - "Shinkanmon" - almost 19 km long. In the late 1980s The Seto-Ohashi bridge system was completed to connect the islands of Honshu and Shikoku. Traffic on them occurs at two levels - lower (railway) and upper (road). These are the largest double-deck bridges in the world.
But, of course, even more difficult was the connection of the islands of Honshu and Hokkaido, separated by the Tsugaru Strait, which stretches for almost 100 km with a minimum width of about 20 km. For a long time, rail and road transportation through the Tsugaru Strait was served by a special ferry vessel. However, in 1954 it overturned, killing more than a thousand passengers. It was then that the idea of constructing the Seikan Tunnel arose. Its construction lasted over 20 years. After the start of the global energy crisis, even doubts arose about its profitability and other options for its use were proposed: for laying power lines, for organizing tourist attractions, for a giant underground oil storage facility and even ... plantations for growing champignons. But in the 1980s. he was still built. The world's longest tunnel, the Seikan, is 54 kilometers long, of which 23 kilometers are 100 meters underwater. Thanks to this tunnel, the express train now travels from Tokyo to Sapporo in 6 hours instead of 16.
