Shinkansen

{{Short description|Japanese high-speed rail system}} {{Use dmy dates|date=January 2026}} thumb|upright=1.2|Map of Shinkansen lines, as of May 2024 [[File:JR East Shinkansen lineup at Niigata Depot 201210.jpg|thumb|A lineup of JR East Shinkansen trains in October 2012. From left to right: E5, 200, E4, E2, E3, E926 "East i", and E1.]]

The {{Nihongo|'''Shinkansen'''|新幹線||lead=yes|{{IPA|ja|ɕiŋkaꜜɰ̃seɴ||TomJ-Shinkansen.ogg}}, {{lit|new main line}}}}, colloquially known in English as the '''bullet train''', is a network of high-speed railway lines in Japan. The system was developed to provide connections between Tokyo and other regions of the country. In addition to long-distance services, some sections in and around the largest metropolitan areas are used for commuter travel.<ref>{{cite news |author=Pinker |first=Joe |date=6 October 2014 |title=What 50 Years of Bullet Trains Have Done for Japan |url=https://www.theatlantic.com/business/archive/2014/10/what-50-years-of-bullet-trainss-have-done-for-japan/381143/ |archive-url=https://web.archive.org/web/20220527014442/https://www.theatlantic.com/business/archive/2014/10/what-50-years-of-bullet-trainss-have-done-for-japan/381143/ |archive-date=27 May 2022 |access-date=1 May 2018 |work=The Atlantic |publisher=The Atlantic Monthly Group}}</ref><ref>{{cite news |last1=Brasor |first1=Philip |last2=Tsubuku |first2=Masako |date=30 September 2014 |title=How the Shinkansen bullet train made Tokyo into the monster it is today |url=https://www.theguardian.com/cities/2014/sep/30/-sp-shinkansen-bullet-train-tokyo-rail-japan-50-years |archive-url=https://web.archive.org/web/20220516233813/https://www.theguardian.com/cities/2014/sep/30/-sp-shinkansen-bullet-train-tokyo-rail-japan-50-years |archive-date=16 May 2022 |access-date=1 May 2018 |work=The Guardian |publisher=Guardian News and Media Limited}}</ref>

The first line, the Tōkaidō Shinkansen, opened shortly before the 1964 Tokyo Summer Olympics, the {{convert|552.6|km|adj=on}} route connects Tōkyō, Yokohama, Nagoya, and Ōsaka, the four largest cities in Japan. It remains the busiest line in the network, carrying 161{{Spaces}}million passengers in fiscal 2023 and more than 6.5{{Spaces}}billion passengers in total since opening.<ref>{{cite news |last1=Brasor |first1=Philip |last2=Tsubuku |first2=Masako |date=30 September 2014 |title=How the Shinkansen bullet train made Tokyo into the monster it is today |url=https://www.theguardian.com/cities/2014/sep/30/-sp-shinkansen-bullet-train-tokyo-rail-japan-50-years |archive-url=https://web.archive.org/web/20220516233813/https://www.theguardian.com/cities/2014/sep/30/-sp-shinkansen-bullet-train-tokyo-rail-japan-50-years |archive-date=16 May 2022 |access-date=1 May 2018 |work=The Guardian |publisher=Guardian News and Media Limited}}</ref><ref>{{cite news |author=Pinker |first=Joe |date=6 October 2014 |title=What 50 Years of Bullet Trains Have Done for Japan |url=https://www.theatlantic.com/business/archive/2014/10/what-50-years-of-bullet-trainss-have-done-for-japan/381143/ |archive-url=https://web.archive.org/web/20220527014442/https://www.theatlantic.com/business/archive/2014/10/what-50-years-of-bullet-trainss-have-done-for-japan/381143/ |archive-date=27 May 2022 |access-date=1 May 2018 |work=The Atlantic |publisher=The Atlantic Monthly Group}}</ref> During peak periods, up to 16{{Spaces}}trains per hour operate in each direction, using 16-car trainsets with a seating capacity of 1,323 and a minimum scheduled headway of three minutes.<ref>{{cite web |title=Fact Sheet Service Areas and Business Contents |url=http://www.jreast.co.jp/investor/factsheet/pdf/factsheet_01.pdf |archive-url=https://web.archive.org/web/20220215162453/https://www.jreast.co.jp/investor/factsheet/pdf/factsheet_01.pdf |archive-date=15 February 2022 |access-date=1 May 2018 |website=jreast.co.jp |publisher=East Japan Railway Company}}{{failed verification|date=May 2011}}</ref>

Since the opening of the Tōkaidō Shinkansen, the network has expanded to include {{convert|2,951.3|km}} of lines with maximum operating speeds ranging from {{convert|260 to 320|km/h}}, the latter achieved on a {{convert|387.5|km|adj=on}} section of the Tōhoku Shinkansen.<ref>{{Cite web |title=Hokkaido bullet train extension delayed 8 years, rattling local communities |url=https://asia.nikkei.com/Business/Transportation/Hokkaido-bullet-train-extension-delayed-8-years-rattling-local-communities |access-date=8 April 2025 |website=Nikkei.com |language=en}}</ref> The network also includes {{convert|283.5|km}} of mini-Shinkansen lines with maximum speeds of {{convert|130|km/h}} and {{convert|10.3|km}} of spur lines with Shinkansen services.<ref>{{cite web |date=6 November 2007 |title=Tohoku Shinkansen Speed Increase: Phased speed increase after the extension to Shin-Aomori Station |url=http://www.jreast.co.jp/e/press/20071101/index.html |url-status=live |archive-url=https://web.archive.org/web/20211102151118/https://www.jreast.co.jp/e/press/20071101/index.html |archive-date=2 November 2021 |access-date=2 May 2011 |website=jreast.co.jp |publisher=East Japan Railway Company}}</ref> Shinkansen services operate to most major cities on the islands of Honshu and Kyushu and extend to Hakodate on Hokkaido, with an extension to Sapporo under construction and scheduled to open at the end of fiscal year 2038.<ref>{{cite report |url=http://english.jr-central.co.jp/company/ir/annualreport/_pdf/annualreport2017.pdf |title=Annual Report 2017 |date=2017 |publisher=Central Japan Railway Company |page=23 |access-date=26 April 2018 |archive-url=https://web.archive.org/web/20180129004258/http://english.jr-central.co.jp/company/ir/annualreport/_pdf/annualreport2017.pdf |archive-date=29 January 2018 |url-status=live}}</ref><ref>{{cite web |date=16 November 2020 |title=Annual Report 2019 |url=https://global.jr-central.co.jp/en/company/ir/annualreport/_pdf/annualreport2019.pdf |url-status=live |archive-url=https://web.archive.org/web/20201116023220/https://global.jr-central.co.jp/en/company/ir/annualreport/_pdf/annualreport2019.pdf |archive-date=16 November 2020 |access-date=18 April 2021 |publisher=Central Japan Railway Company}}</ref> In 2024, the Shinkansen network recorded 385.9 million passenger journeys.<ref>{{Cite web |title=鉄道輸送統計調査鉄・軌道旅客輸送 2-2 旅客営業キロ及び旅客数量 業態別 |url=https://www.e-stat.go.jp/dbview?sid=0003440001 |access-date=2026-01-29 |website=政府統計の総合窓口 |language=ja}}</ref>

== Etymology == {{Nihongo|''Shinkansen''|新幹線}} literally means {{gloss|new main line}} or {{gloss|new trunk line}} in Japanese. The term is used to refer both to the dedicated high-speed railway infrastructure and to the trains that operate on it.<ref>{{Cite encyclopedia |title=Shinkansen |dictionary=Lexico UK English Dictionary |publisher=Oxford University Press |url=http://www.lexico.com/definition/Shinkansen |archive-url=https://web.archive.org/web/20200322182255/https://www.lexico.com/definition/shinkansen |archive-date=22 March 2020}}</ref><ref>{{Cite web |date=12 November 2014 |title=The Shinkansen Japan's High-Speed Rail Is Full of Miracles |url=https://www.japan.go.jp/tomodachi/2014/autumn2014/the_shinkansen_japans_high-speed_rail.html |access-date=21 November 2024 |website=The Government of Japan – JapanGov |language=en}}</ref>

In English, Shinkansen trains are commonly referred to as the ''bullet train''. This expression is a literal translation of the Japanese nickname {{nihongo|''dangan ressha''|弾丸列車}}, which dates to 1939 and was originally applied to early high-speed rail proposals during the initial planning stages of the project.<ref>{{cite book |author=Shinsaku Matsuyama |title=鉄道の「鉄」学: 車両と軌道を支える金属材料のお話 |date=2015 |publisher=Ohmsha |isbn=978-4-274-21763-0 |location=Tokyo |language=ja |trans-title=Iron for Iron Horses: The Story of the Metals Used in Rolling Stock and Railway Tracks}}</ref> The name later became firmly associated with Shinkansen services due to their high operating speeds and the distinctive, bullet-like profile of the original 0 Series Shinkansen trains.

== History == === Background === thumb|A JNR map from the October 1964 English-language timetable, showing the then-new Tokaido Shinkansen line (in red) and conventional lines

Japan was the first country to construct railway lines dedicated to high-speed travel. Owing to the country's mountainous terrain, the pre-existing rail network was built primarily to a {{track gauge|1067mm|lk=on}} narrow-gauge and followed indirect alignments. These lines could not be readily adapted for sustained high-speed operation because of inherent technical limitations, including lower permissible speeds on curves compared with wider gauges. For example, a curve allowing a maximum speed of {{convert|145|km/h|mph}} on standard-gauge track would typically be limited to around {{convert|130|km/h|mph}} on narrow-gauge track.<ref name="Yasuo 1997" /> As a result, Japan had a greater need to construct entirely new high-speed lines than countries whose existing standard- or broad-gauge networks offered greater potential for incremental upgrades.

=== Early proposal === The term ''Shinkansen'' was first formally used in 1940 to describe a proposed standard-gauge passenger and freight railway between Tokyo and Shimonoseki. The line was intended to be operated by steam and electric locomotives at speeds of up to {{convert|200|km/h}}. Over the following three years, the Ministry of Railways developed increasingly ambitious plans to extend the route to Beijing—via a proposed tunnel to Korea—and onward to Singapore, forming part of a projected Greater East Asia Railroad serving the Japanese Empire. The network was also envisioned to connect with the Trans-Siberian Railway and other major trunk lines across Asia. These plans were abandoned in 1943 as Japan's strategic position in World War II deteriorated. Nevertheless, limited construction had already begun, and three tunnels built during this period were later incorporated into the present-day Tōkaidō Shinkansen.<ref name="Hood" />

=== Construction === [[File:0 fuji.JPG|thumb|A 0 series set in front of Mount Fuji]]

Following the end of World War II, high-speed rail was forgotten for several years while traffic of passengers and freight steadily increased on the conventional Tōkaidō Main Line along with the reconstruction of Japanese industry and economy. By the mid-1950s the Tōkaidō Line was operating at full capacity, and the Ministry of Railways decided to revisit the Shinkansen project. In 1957, Odakyu Electric Railway introduced its 3000 series SE Romancecar train, setting a world speed record of {{convert|145|km/h|mph|0|abbr=on}} for a narrow-gauge train when JNR leased a trainset in order to perform high-speed tests.<ref>{{cite book |last=Nishiyama |first=Takashi |url=https://books.google.com/books?id=oG3eAgAAQBAJ |title=Engineering War and Peace in Modern Japan, 1868–1964 |date=2014 |publisher=JHU Press |isbn=978-1-4214-1266-5 |page=124 |language=en |access-date=24 May 2024}}</ref> This train gave designers the confidence that they could safely build an even faster standard-gauge train. Thus the first Shinkansen, the 0 series, was built on the success of the Romancecar.{{Citation needed|date=October 2021}}

In the 1950s, prevailing opinion in Japan held that railways would soon become obsolete, following trends in the United States toward air travel and highway construction.<ref>{{cite web |date=1 October 2014 |title=The Shinkansen Turns 50: The History and Future of Japan's High-Speed Train |url=https://www.nippon.com/en/features/h00078/ |access-date=24 May 2024 |website=nippon.com |language=en}}</ref> In contrast, Shinji Sogō, president of Japanese National Railways (JNR), strongly advocated the viability of high-speed rail and played a decisive role in securing political support for the Shinkansen project.<ref name="JRTR">{{Cite journal |last=Wakuda |first=Yasuo |title=Japanese Railway History 10- Railway Modernization and Shinkansen |url=http://www.jrtr.net/jrtr11/history.html |journal=Japan Railway & Transport Review |publisher=Japan Railways (JR) |volume=11 |pages=60–63 |archive-url=https://web.archive.org/web/20110613154641/http://www.jrtr.net/jrtr11/history.html |archive-date=13 June 2011 |access-date=21 September 2010}}</ref> Technical leadership was provided by Hideo Shima, JNR's chief engineer. Other major contributors included {{ill|Tadanao Miki|ja|三木忠直}}, Tadashi Matsudaira, and Hajime Kawanabe of the Railway Technical Research Institute (RTRI), then part of JNR. This group was responsible for much of the engineering work on the first Shinkansen line, the Tōkaidō Shinkansen. All three had prior experience in aircraft design during World War II.<ref name="Hood">{{Cite book |last=Hood |first=Christopher P. |url=https://books.google.com/books?id=cwbklrvmS-oC |title=Shinkansen – From Bullet Train to Symbol of Modern Japan |publisher=Routledge |year=2007 |isbn=978-0-415-32052-8 |series=Routledge Contemporary Japan Series |location=London |pages=18–43}}</ref>

Government approval came in December 1958, and construction of the first segment of the Tōkaidō Shinkansen between Tokyo and Osaka started in April 1959. The cost of constructing the Shinkansen was at first estimated at nearly 200 billion yen,{{efn|194,800 million yen}}({{inflation|JP|194800000000|start_year=1959|fmt=eq||cursign=¥}}) which was raised in the form of a government loan, railway bonds and a low-interest loan of US$80 million ({{inflation|US|80000000|start_year=1959|fmt=eq||cursign=$}}) from the World Bank. Initial estimates, however, were understated and the actual cost was about 380 billion yen.<ref>{{cite book |url=https://pure.iiasa.ac.at/id/eprint/1225/1/XB-80-508.pdf |title=The Shinkansen High-Speed Rail Network of Japan |date=1977 |publisher=Proceedings of an IIASA Conference, 27–30 June 1977 |editor1-last=Straszak |editor1-first=A. |pages=15, 18–19 |editor2-last=Tuch |editor2-first=R.}}</ref> As the budget shortfall became clear in 1963, Sogō resigned to take responsibility.<ref name="Smith">{{Cite journal |last=Smith |first=Roderick A. |year=2003 |title=The Japanese Shinkansen |journal=The Journal of Transport History |publisher=Imperial College, London |volume=24/2 |issue=2 |pages=222–236 |doi=10.7227/TJTH.24.2.6 |s2cid=109409322}}</ref>

A test facility for rolling stock, called the Kamonomiya Model Section, opened in Odawara in 1962.<ref>{{cite web |title=Shinkansen |url=https://doyouknowjapan.com/shinkansen/ |url-status=dead |archive-url=https://web.archive.org/web/20230605064426/https://doyouknowjapan.com/shinkansen/ |archive-date=5 June 2023 |access-date=24 May 2024 |website=Encyclopedia of Japan |language=en}}</ref>

=== Initial success === thumb|1964 JNR Passenger Timetable showing first Shinkansen services

The Tōkaidō Shinkansen began service on 1 October 1964, shortly before the opening of the 1964 Tokyo Olympics on 10 October 1964.<ref>Fukada, Takahiro, "[http://search.japantimes.co.jp/cgi-bin/nn20081209i1.html Shinkansen about more than speed]", ''The Japan Times'', 9 December 2008, p. 3.</ref> Prior to the introduction of the high-speed line, conventional limited express services required approximately 6 hours and 40 minutes to travel between Tokyo and Osaka.{{cn|date=January 2026}} With the opening of the Shinkansen, the limited-stop ''Hikari'' service reduced the journey time to four hours, while the all-stations ''Kodama'' service completed the trip in five hours.<ref>{{Cite web |date=1 October 1964 |title=Japanese National Railways Passenger Timetable, Table 1 |url=https://commons.wikimedia.org/wiki/File:JNR_19641001_Table1.png |website=Japanese National Railways}}</ref> The first Shinkansen trains, the 0 series, ran at speeds of up to {{convert|210|km/h|mph|0|abbr=on}}, later increased to {{convert|220|km/h|mph|0|abbr=on}}, reducing end-to-end trip times on ''Hikari'' services to three hours and ten minutes.{{cn|date=January 2026}}

The new service enabled same-day travel between Tokyo and Osaka, Japan's two largest metropolitan areas, significantly influencing business practices and daily life while generating substantial new passenger demand.{{cn|date=January 2026}}

The line was an immediate success, carrying 100&nbsp;million passengers within three years, a milestone reached on 13 July 1967, and surpassing one&nbsp;billion passengers in 1976. Sixteen-car trainsets were introduced in time for Expo '70 in Osaka.{{cn|date=January 2026}}

By 1992, the Tōkaidō Shinkansen carried an average of approximately 23,000 passengers per hour in each direction, making it the world's busiest high-speed rail line at the time.<ref>{{Cite journal |last=Okada |first=Hiroshi |date=October 1994 |title=Features and Economic and Social Effects of The Shinkansen |url=https://www.ejrcf.or.jp/jrtr/jrtr03/pdf/f09_oka.pdf |journal=Japan Transport and Railway Review |volume=3 |pages=9–16 |archive-url=https://web.archive.org/web/20220420121953/https://www.ejrcf.or.jp/jrtr/jrtr03/pdf/f09_oka.pdf |archive-date=20 April 2022}}</ref> As of 2014, the line's 50th anniversary year, average daily ridership had increased to about 391,000 passengers, which, over an 18-hour operating day, represented an average of just under 22,000 passengers per hour.<ref>{{cite news |date=20 September 2014 |title=Half century on the shinkansen |url=https://www.japantimes.co.jp/opinion/2014/09/20/editorials/half-century-shinkansen/#.WsU4yNPwbOQ |newspaper=The Japan Times}}</ref>

=== Network expansion === The Tōkaidō Shinkansen's rapid success prompted an extension westward to Okayama, Hiroshima and Fukuoka (the San'yō Shinkansen), which was completed in 1975.<ref>{{Cite journal |last=Taniguchi |first=Mamoru |date=1993 |title=The Japanese Shinkansen |journal=Built environment |volume=19 |issue=3/4 |page=216 |jstor=23288577}}</ref> Prime Minister Kakuei Tanaka was an ardent supporter of the Shinkansen, and his government proposed an extensive network paralleling most existing trunk lines. Two new lines, the Tōhoku Shinkansen and Jōetsu Shinkansen, were built following this plan. Many other planned lines were delayed or scrapped entirely as JNR slid into debt throughout the late 1970s, largely because of the high cost of building the Shinkansen network and the effects of the 1973 oil crisis.<ref>{{Cite book |last=Imashiro |first=Mitsuhide |title=The Privatization of Japanese National Railways |last2=Ishikawa |first2=Tatsujiro |publisher=Bloomsbury Academic |year=2012 |isbn=9781780939278 |pages=3, 4}}</ref> By 1987, the company was deeply in debt, leading to its privatization.<ref>{{Cite journal |last=Smil |first=Vaclav |date=2014 |title=Fifty Years of the Shinkansen |url=https://apjjf.org/2014/12/48/vaclav-smil/4227 |journal=The Asia-Pacific Journal |volume=12 |issue=48, No. 1}}</ref>

Development of the Shinkansen by the privatised regional JR companies has continued, with new train models developed, each generally with its own distinctive appearance (such as the 500 series introduced by JR West). Since 2014, Shinkansen trains run regularly at speeds up to {{convert|320|km/h|mph|round=5|abbr=on}} on the Tōhoku Shinkansen; only the Shanghai maglev train, China Railway High-speed networks, and the Indonesian Jakarta-Bandung High-speed railway have commercial services that operate faster.<ref>{{cite web |date=18 May 2016 |title=The 10 fastest trains in the world |url=https://www.cntraveler.com/stories/2016-05-18/the-10-fastest-trains-in-the-world |url-status=live |archive-url=https://web.archive.org/web/20220623192616/https://www.cntraveler.com/stories/2016-05-18/the-10-fastest-trains-in-the-world |archive-date=23 June 2022 |access-date=8 December 2019 |publisher=cntraveler.com}}</ref><ref>{{Cite web |date=11 October 2023 |title=雅万高铁助力印尼民众加速奔向美好生活 |trans-title=Jakarta-Bandung high-speed railway helps Indonesian people accelerate towards a better life |url=https://www.gov.cn/yaowen/liebiao/202310/content_6908475.htm |access-date=27 January 2024 |website=gov.cn |language=zh}}</ref>{{Update inline|date=January 2024|reason=Extensions in Kyushu and Hokuriku Shinkansen also need to be mentioned.}}

Since 1970, development has also been underway for the Chūō Shinkansen, a planned maglev line from Tokyo to Osaka. On 21 April 2015, a seven-car L0 series maglev trainset, planned to be used on the line, set a world speed record of {{convert|603|km/h|mph|0|abbr=on}}.<ref name="guardian20150421">{{cite web |date=21 April 2015 |title=Japan's maglev train breaks world speed record with 600&nbsp;km/h test run |url=https://www.theguardian.com/world/2015/apr/21/japans-maglev-train-notches-up-new-world-speed-record-in-test-run |url-status=live |archive-url=https://web.archive.org/web/20220618083538/https://www.theguardian.com/world/2015/apr/21/japans-maglev-train-notches-up-new-world-speed-record-in-test-run |archive-date=18 June 2022 |access-date=21 April 2015 |work=The Guardian |publisher=Guardian News and Media Limited |location=UK}}</ref> The line is expected to operate at {{convert|500|km/h|round=5}}, with the estimated travel time between Tokyo and Osaka taking 67 minutes. Construction commenced in 2011 and was originally scheduled to open in 2027, though it has since been delayed to at least 2034.<ref name="Kyodo News 2024">{{Cite web |date=29 March 2024 |title=Japan railway firm pushes back maglev plan, possibly to 2034 or later |url=https://english.kyodonews.net/news/2024/03/bd9e1d3aec6a-urgent-japan-rail-operator-gives-up-plan-to-launch-maglev-train-in-2027.html |access-date=30 December 2024 |website=Kyodo News+}}</ref>

== Technology == To enable high-speed operation, Shinkansen uses a range of advanced technology compared with conventional rail, achieving not only high speed but also a high standard of safety and comfort. Its success has influenced other railways in the world, demonstrating the importance and advantages of high-speed rail.

=== Routing === The majority of Shinkansen routes never intersect with slower, narrow-gauge conventional lines. Consequently, the Shinkansen is not affected by slower trains and has the capacity to operate many high-speed trains punctually. Routes are also completely grade separated from road traffic and tracks are strictly off-limits, with penalties against trespassing regulated by law. The routes make extensive use of tunnels and viaducts to go through and over obstacles rather than around them, with a minimum curve radius of {{convert|4000|m|ft|0|abbr=on}}, although the older Tōkaidō Shinkansen line has a minimum of {{convert|2500|m|ft|0|abbr=on}}.<ref name="Yasuo 1997">{{cite web |last=Yasuo |first=Wakuda |date=April 1997 |title=Railway Modernization and Shinkansen |url=https://www.ejrcf.or.jp/jrtr/jrtr11/history.html |url-status=live |archive-url=https://web.archive.org/web/20110613154641/http://www.jrtr.net/jrtr11/history.html |archive-date=13 June 2011 |access-date=9 May 2025 |publisher=Japan Railway & Transport Review}}</ref>

While most Shinkansen routes follow this pattern, two exceptions exist. These are the mini-shinkansen lines, which run on conventional lines converted to standard gauge; and the Hokkaido Shinkansen, which shares trackage with narrow-gauge freight trains through the Seikan Tunnel.

=== Track === thumb|Shinkansen standard-gauge track, with welded rails to reduce vibration

The Shinkansen uses {{RailGauge|1435mm}} standard gauge in contrast to the {{RailGauge|1067mm|lk=on}} narrow gauge of most other lines in Japan. Continuous welded rail and swingnose crossing points are employed, eliminating gaps at turnouts and crossings. Long rails are used, joined by expansion joints to minimize gauge fluctuation due to thermal elongation and shrinkage.

A combination of ballasted and slab track is used, with slab track exclusively employed on concrete bed sections such as viaducts and tunnels. Slab track is significantly more cost-effective in tunnel sections, since the lower track height reduces the cross-sectional area of the tunnel, reducing construction costs up to 30%.<ref>Miura, S., Takai, H., Uchida, M., and Fukada, Y. "The Mechanism of Railway Tracks". ''Japan Railway & Transport Review'', 15, 38–45, 1998</ref> However, the smaller diameter of Shinkansen tunnels, compared to some other high-speed lines, has resulted in the issue of tunnel boom becoming a concern for residents living close to tunnel portals.

The slab track consists of rails, fasteners and track slabs with a cement asphalt mortar. On the roadbed and in tunnels, circular upstands, measuring {{convert|400|–|520|mm|abbr=in}} in diameter and {{convert|200|mm|in||abbr=in}} high, are located at 5-metre intervals. The prefabricated upstands are made of either reinforced concrete or pre-stressed reinforced concrete; they prevent the track slab from moving latitudinally or longitudinally. One track slab weighs approximately 5 tons and is {{convert|2220|–|2340|mm|abbr=in}} wide, {{convert|4900|–|4950|mm|abbr=in}} long and {{convert|160|–|200|mm|abbr=in}} thick.<ref>{{cite journal |last=Ando |first=Katsutoshi |display-authors=etal |date=2001 |title=Development of Slab Tracks for Hokuriku Shinkansen Line |journal=Quarterly Report of RTRI |volume=42 |issue=1 |pages=35–41 |doi=10.2219/rtriqr.42.35 |doi-access=free}}</ref>

=== Signal system === [[File:ATC TEC.png|thumb|Braking curve for the original ATC-1 used on the Tokaido Shinkansen (Vertical axis represents the speed of the train whereas the horizontal axis represents the distance.)]] [[File:新幹線総合指令所(京都鉄道博物館).jpg|thumb|Replica of the Shinkansen CTC as seen at the Kyoto Railway Museum]]

The Shinkansen employs an ATC (automatic train control) system, eliminating the need for trackside signals. It uses a comprehensive system of automatic train protection.<ref name="Smith" /> Centralized traffic control manages all train operations, and all tasks relating to train movement, track, station and schedule are networked and computerized.

=== Electrical systems === The Shinkansen uses a 25 kV AC overhead power supply (20 kV AC on Mini-shinkansen lines) to overcome the limitations of the 1,500 V direct current used on the existing electrified narrow-gauge system. Power is distributed among the train's axles to reduce the heavy axle loads under single power cars.<ref name="Smith" /> The AC frequency of the power supply for the Tokaido Shinkansen is 60&nbsp;Hz.

=== Trains === thumb|left|Japanese loading gauge legend. Green: Shinkansen loading gauge <br /> Grey: Conventional loading gauge <br /> Blue: Rural loading gauge <br /> Figures in brackets are former limits.

Shinkansen trains are electric multiple units (EMUs), offering fast acceleration, deceleration and reduced damage to the track because of the use of lighter vehicles compared to locomotives or power cars. The coaches are air-sealed to ensure stable air pressure when entering tunnels at high speed.

Shinkansen trains (excluding mini-Shinkansen) are also built to a larger loading gauge compared to conventional-speed rolling stock.<ref>{{cite web |script-title=ja:鉄道に関する技術上の基準を定める省令等の解釈基準 |url=http://www.mlit.go.jp/pubcom/06/pubcomt129/03.pdf |publisher=Ministry of Land, Infrastructure, Transport and Tourism |language=ja}}</ref> This larger loading gauge permits wider coaches, allowing for 5-abreast seating (2+3) in Standard Class coaches, compared to the more common 4-abreast (2+2) seating usually found elsewhere. On occasions, this wider loading gauge was also used to allow 6-abreast seating (3+3) on certain trains, such as the E1 and E4 series sets. This, combined with a lack of power cars, allows for a higher passenger capacity within a shorter train length. However, since mini-Shinkansen lines are effectively track-regauged conventional lines, the conventional loading gauge for 1,067mm lines still applies on mini-Shinkansen lines. {{Clear}}

{{Wide image|File:Line scan photo of Shinkansen N700A Series Set G13 in 2017, car 01.png|700|Shinkansen N700A Series, car 01}}

=== Traction === The Shinkansen has used EMUs from the outset, with the 0 Series Shinkansen having all axles powered. Other railway manufacturers were traditionally reluctant or unable to use distributed traction configurations (Talgo, the German ICE 2 and the French (and subsequently South Korean) TGV (and KTX-I and KTX-Sancheon) use the locomotive (also known as power car) configuration with the Renfe Class 102 and continues with it for the Talgo AVRIL because it is not possible to use powered bogies as part of Talgo's bogie design, which uses a modified Jacobs bogie with a single axle instead of two and allows the wheels to rotate independently of each other; on the ICE 2, TGV and KTX it is because it easily allows for a high ride quality and less electrical equipment.<ref>{{cite web |author=Hiroshi Hata |title=What Drives Electrical Multiple Units? |url=http://www.ejrcf.or.jp/jrtr/jrtr17/pdf/f40_technology.pdf |url-status=live |archive-url=https://ghostarchive.org/archive/20221010/http://www.ejrcf.or.jp/jrtr/jrtr17/pdf/f40_technology.pdf |archive-date=10 October 2022 |access-date=5 March 2022 |website=Ejrcf.or.jp}}</ref>) In Japan, significant engineering desirability exists for the electric multiple unit configuration. A greater proportion of motored axles permits higher acceleration, so the Shinkansen does not lose as much time if stopping frequently. Shinkansen lines have more stops in proportion to their lengths compared to high-speed lines elsewhere in the world owing to the distribution of major population centers across the country.

==Shinkansen lines== ===Current lines=== The main Shinkansen lines are: {| class="wikitable" !colspan=2|Line !Start !End !Top speed !Length !Operator !Opened !Passengers<br />(2024, thousands)<ref>{{cite web |date=30 October 2025 |title=旅客営業キロ及び旅客数量 |url=https://www.e-stat.go.jp/dbview?sid=0003440018 |access-date=13 May 2026 |website=e-stat.go.jp}}</ref> !Passenger km<br />(2024, thousands)<ref>{{cite web |date=30 October 2025 |title=旅客人キロ |url=https://www.e-stat.go.jp/dbview?sid=0003440038 |access-date=13 May 2026 |website=e-stat.go.jp}}</ref> |- !20x20px !Tōkaidō |{{STN|Tōkyō|x}} |{{STN|Shin-Ōsaka|x}}{{Efn|Some trains operate through service to {{STN|Hakata|X}} via San'yō Shinkansen.}} |{{cvt|285|km/h|0}} |{{cvt|552.6|km|0}} |{{ric|JR Central|name=y|size=20}} |1964 |170,516 |55,407,825 |- !20x20px|■ !San'yō |{{STN|Shin-Ōsaka|x}}{{Efn|Some trains operate through service to {{STN|Tōkyō|X}} via Tokaido Shinkansen.}} |{{STN|Hakata|x}}{{Efn|Some trains operate through service to {{STN|Kagoshima-Chūō|X}} via Kyushu Shinkansen or {{STN|Hakataminami|X}} via Hakataminami Line.}} |{{cvt|300|km/h|0}} |{{cvt|553.7|km|0}} |{{ric|JR West|name=y|size=20}} |1972 |73,856 |19,114,179 |- !20x20px !Tōhoku |{{STN|Tōkyō|x}} |{{STN|Shin-Aomori|x}} |{{cvt|320|km/h|0}} |{{cvt|674.9|km|0}} |{{ric|JR East|name=y|size=20}} |1982 |87,052 |14,989,300 |- !20x20px !Jōetsu |{{STN|Ōmiya|x|Saitama}}{{Efn|name=Tokyo}} |{{STN|Niigata|x}} |{{cvt|275|km/h|0}} |{{cvt|269.5|km|0}} |{{ric|JR East|name=y|size=20}} |1982 |44,053 |5,020,645 |- !20x20px<br>20x20px|■ !Hokuriku |{{STN|Takasaki|x}}{{Efn|Trains operate through service to {{STN|Tōkyō|X}} via Tōhoku Shinkansen.|name=Tokyo}} |{{STN|Tsuruga|x}} |{{cvt|260|km/h|0}} |{{cvt|470.6|km|0}} |{{ric|JR East|name=y|size=20}}<br />{{ric|JR West|name=y|size=20}} |1997 |41,385 |5,262,356 |- !20x20px !Kyushu |{{STN|Hakata|x}}{{Efn|Some trains operate through service to {{STN|Shin-Ōsaka|X}} via San'yō Shinkansen.}} |{{STN|Kagoshima-Chūō|x}} |{{cvt|260|km/h|0}} |{{cvt|256.8|km|0}} |{{ric|JR Kyushu|name=y|size=20}} |2004 |rowspan="2"|17,020 |rowspan="2"|2,022,711 |- ! !Nishi Kyushu |{{STN|Takeo-Onsen|x}} |{{STN|Nagasaki|x}} |{{cvt|260|km/h|0}} |{{cvt|66|km}} |{{ric|JR Kyushu|name=y|size=20}} |2022 |- !20x20px !Hokkaido |{{STN|Shin-Aomori|x}}{{Efn|name=Tokyo}} |{{STN|Shin-Hakodate-Hokuto|x}} |{{cvt|260|km/h|0}} |{{cvt|148.8|km|0}} |{{ric|JR Hokkaido|name=y|size=20}} |2016 |1,616 |246,139 |}

The Tōkaidō, San'yō, and Kyūshū lines form a contiguous west- and southbound corridor from Tōkyō station. Train services operate between the Tōkaidō and San'yō lines and between the San'yō and Kyūshū lines, even though they are operated by different companies.

The Tōkaidō and Tōhoku lines are not physically connected at Tokyo Station, as they use different electrification standards, signaling systems, and earthquake-mitigation devices.

All northbound services from Tōkyō station travel along the Tōhoku line until at least Ōmiya before diverging to other Shinkansen or mini-Shinkansen routes.

==== Mini-Shinkansen ==== {{Main|Mini-Shinkansen}}

Instead of constructing a new right of way, two further lines known as mini-Shinkansen have been constructed by re-gauging existing sections of conventional lines. The mini-Shinkansen trains are coupled to a Tōhoku Shinkansen train between Tokyo and their start station where they couple/decouple on the platform before continuing their journey. While operating on the mini-Shinkansen lines trains have a maximum speed of {{Convert|130|km/h}}.

{| class="wikitable" !Line !Start !End !Conventional lines used !Top speed !Length !Operator !Opened |- !Yamagata |{{Stn|Fukushima|x|Fukushima}}{{Efn|name=Tokyo}} |{{Stn|Shinjō|x}} |Ōu Main |{{cvt|130|km/h|0}} |{{cvt|148.6|km|0}} |rowspan="2"|{{ric|JR East|name=y|size=20}} |1992 |- !Akita |{{Stn|Morioka|x}}{{Efn|name=Tokyo}} |{{Stn|Akita|x}} |Tazawako, Ōu Main |{{cvt|130|km/h|0}} |{{cvt|127.3|km|0}} |1997 |}

==== Non-Shinkansen lines operated with Shinkansen equipment ==== There are two standard-gauge lines that are not classified as Shinkansen or mini-Shinkansen lines but are operated with Shinkansen equipment, as they use tracks leading to Shinkansen storage yards: {| class="wikitable" !Line !Start !End !Top speed !Length !Operator !Opened |- !Hakataminami |{{Stn|Hakata|x}} |{{Stn|Hakataminami|x}} |{{cvt|120 |km/h|0}} |{{cvt|8.5|km|0}} |{{ric|JR West|name=y|size=20}} |1990 |- !Gala-Yuzawa |{{Stn|Echigo-Yuzawa|x}} |{{Stn|Gala-Yuzawa|x}} |<!-- {{cvt|130|km/h|0}} --> |{{cvt|1.8|km|0}} |{{ric|JR East|name=y|size=20}} |1990 |}

=== Lines under construction === The following lines are under construction. These lines except Chūō Shinkansen, called Seibi Shinkansen or ''planned Shinkansen'', are the Shinkansen projects designated in the {{ill|Basic Plan of the Shinkansen Railway|ja|建設を開始すべき新幹線鉄道の路線を定める基本計画}} decided by the government. * The Hokkaido Shinkansen from {{STN|Shin-Hakodate-Hokuto|x}} to {{STN|Sapporo|x}} is under construction and scheduled to open by 2038.<ref name="Yahoo">{{Cite web |title=北海道新幹線札幌開業、2038年度が軸 国交省が調整 1月以降に決定 開業時期変更は2度目(北海道新聞 |url=https://news.yahoo.co.jp/articles/daa765f8d10de4b886178993eca9b3fb17ba0cad |url-status=dead |archive-url=https://web.archive.org/web/20241230071804/https://news.yahoo.co.jp/articles/daa765f8d10de4b886178993eca9b3fb17ba0cad |archive-date=30 December 2024 |access-date=30 December 2024 |website=Yahoo!ニュース |language=ja}}</ref> * The Chūō Shinkansen (Tokyo–Nagoya–Osaka) is the first maglev Shinkansen line, which has been under construction since 2014. JR Central originally aimed to begin commercial service between Tokyo and Nagoya in 2027. However, in 2024, Central Japan Railway Co President Shunsuke Niwa said that due to construction delays a 2027 opening was now impossible and it is not expected to open until at least 2034.<ref name="Japan Today-2024">{{Cite web |date=30 March 2024 |title=Japan rail operator gives up plan to launch maglev train in 2027 |url=https://japantoday.com/category/business/update1-japan-rail-operator-gives-up-plan-to-launch-maglev-train-in-2027 |url-status=live |archive-url=https://web.archive.org/web/20240330000706/https://japantoday.com/category/business/update1-japan-rail-operator-gives-up-plan-to-launch-maglev-train-in-2027 |archive-date=30 March 2024 |access-date=30 March 2024 |website=Japan Today |language=en-GB}}</ref><ref name="Kyodo News 2024" />

{| class="wikitable" !Line !Start !End !Top speed !Length !Construction<br />began !Expected<br />opening !Operator |- !Chūō Phase&nbsp;1 |{{Stn|Shinagawa|x}} |{{Stn|Nagoya|x}} |{{cvt|505|km/h|0}} |{{cvt|285.6|km|0}} |2014 |2034 |{{ric|JR Central|name=y|size=20}} |- !Hokkaido Phase&nbsp;2 |{{Stn|Shin-Hakodate-Hokuto|x}} |{{Stn|Sapporo|x}} |{{cvt|320|km/h|0}}<ref>{{cite web |title=札幌延伸に向けた取り組み・札幌駅部の新幹線工事・札幌駅周辺開発 |url=https://www.jrhokkaido.co.jp/corporate/shinkansen/stretching.html |access-date=28 September 2025 |publisher=JR Hokkaido |language=ja |quote=320km/h化の実施に向けて調整を行い、準備が整った工区から順次着工し、現在は工事が進んでいます. {{!}}北海道新幹線}}</ref> |{{cvt|211.3|km|0}} |2012 |JFY2038 |{{ric|JR Hokkaido|name=y|size=20}} |}

=== Planned lines === * The extension of Hokuriku Shinkansen to Osaka is proposed, with the route via Obama and Kyoto selected by the government on 20 December 2016.<ref name="railwaygazette.com" /> Construction is proposed to commence in 2030, and take 15 years. * The Nishi Kyushu Shinkansen has been built to full Shinkansen standards between Takeo-Onsen and Nagasaki while the existing narrow-gauge line from Shin-Tosu to Takeo Onsen remains as narrow-gauge track. However, there is a proposal to build the section between Shin-Tosu and Takeo Onsen to full Shinkansen standards. In 2018, the Ministry of Land, Infrastructure, Transport and Tourism released cost-benefit analysis results to compare and contrast full Shinkansen, mini-shinkansen, and Gauge Change Trains for this section.<ref>{{cite web |date=30 March 2018 |title=九州新幹線(西九州ルート)の整備のあり方に係る調査について |trans-title=About the investigation about the maintenance of the Kyushu Shinkansen (West Kyushu route) |url=https://www.mlit.go.jp/report/press/tetsudo03_hh_000081.html |url-status=live |archive-url=https://web.archive.org/web/20220705064325/https://www.mlit.go.jp/report/press/tetsudo03_hh_000081.html |archive-date=5 July 2022 |access-date=29 August 2021 |website=mlit.co.jp |language=ja}}</ref> {| class="wikitable" ! Line ! Start ! End ! Top speed ! Length ! Construction<br />proposed ! Expected<br />opening |- !Chūō Phase&nbsp;2 |{{Stn|Nagoya|x}} |{{Stn|Shin-Ōsaka|x}} |{{cvt|505|km/h|0}} |{{cvt|152.4|km|0}} |{{TBA}} |2037 |- !Hokuriku Phase&nbsp;4 |{{Stn|Tsuruga|x}} |{{Stn|Shin-Ōsaka|x}} |{{cvt|260|km/h|0}} |{{TBA}} |2030 |JFY2045 |- !Nishi Kyushu Phase&nbsp;2 |{{Stn|Takeo-Onsen|x}} |{{Stn|Shin-Tosu|x}} |{{cvt|260|km/h|0}} |{{TBA}} |{{TBA}} |{{TBA}} |}

=== Proposed lines === {{main|Kihon Keikaku Rosen}} thumb|upright=1.2|Map of proposed Shinkansen lines Many Shinkansen lines were proposed during the boom of the early 1970s but have yet to be constructed and have subsequently been shelved indefinitely. * Hokkaido Shinkansen northern extension: Sapporo–Asahikawa * {{Nihongo|Hokkaido South Loop Shinkansen|北海道南回り新幹線|Hokkaidō Minami-mawari Shinkansen}}: Oshamanbe–Muroran–Sapporo * {{Nihongo|Uetsu Shinkansen|羽越新幹線}}: Toyama–Niigata–Aomori ** Toyama–Jōetsu-Myōkō exists as part of the Hokuriku Shinkansen, and Nagaoka–Niigata exists as part of the Jōetsu Shinkansen, with provisions for the Uetsu Shinkansen at Nagaoka. * {{Nihongo|Ōu Shinkansen|奥羽新幹線}}: Fukushima–Yamagata–Akita ** Fukushima–Shinjō and Ōmagari–Akita exist as the Yamagata Shinkansen and Akita Shinkansen, respectively, but as "Mini-shinkansen" upgrades of existing track, they do not meet the requirements of the Basic Plan. * {{Nihongo|Hokuriku-Chūkyō Shinkansen|北陸・中京新幹線}}: Nagoya–Tsuruga * {{Nihongo|Sanin Shinkansen|山陰新幹線}}: Osaka–Tottori–Matsue–Shimonoseki * {{Nihongo|Trans-Chūgoku Shinkansen|中国横断新幹線|Chūgoku Ōdan Shinkansen}}: Okayama–Matsue * {{Nihongo|Shikoku Shinkansen|四国新幹線}}: Osaka–Tokushima–Takamatsu–Matsuyama–Ōita * {{Nihongo|Trans-Shikoku Shinkansen|四国横断新幹線|Shikoku Ōdan Shinkansen}}: Okayama–Kōchi–Matsuyama ** There have been some activity regarding the Shikoku and Trans-Shikoku Shinkansen in recent years. In 2016, the Shikoku and Trans-Shikoku Shinkansen were identified as potential future projects in a review of long-term plans for the Shikoku area and funds allocated towards the planning of the route.<ref>{{cite news |date=7 July 2017 |title=新幹線誘致、オ– ル四国で 4県や四経連で新組織結成 |url=https://www.nikkei.com/article/DGXLZO18571700W7A700C1LA0000/ |archive-url=https://web.archive.org/web/20250816174111/https://www.nikkei.com/article/DGXLZO18571700W7A700C1LA0000/ |archive-date=16 August 2025 |access-date=21 February 2019 |publisher=The Nikkei |language=ja}}</ref> A profitability study has also been commissioned by the city of Oita in 2018 that found the route to be potentially profitable<ref>{{cite news |title=豊予海峡ル –ト・新幹線案 1日6800人利用で黒字 大分市試算 [大分県] |trans-title=Toyoyo Strait Route / Shinkansen Proposal Profitable for 6800 people a day Oita City Estimate [Oita Prefecture] |url=https://www.nishinippon.co.jp/nnp/oita/article/385544/ |archive-url=https://web.archive.org/web/20210512114900/https://www.nishinippon.co.jp/item/n/385544/ |archive-date=12 May 2021 |access-date=21 February 2019 |publisher=Nishinippon Shimbun |language=ja}}</ref> * {{Nihongo|East Kyushu Shinkansen|東九州新幹線|Higashi-Kyushu Shinkansen}}: Fukuoka–Ōita–Miyazaki–Kagoshima * {{Nihongo|Trans-Kyushu Shinkansen|九州横断新幹線|Kyushu Ōdan Shinkansen}}: Ōita–Kumamoto

In addition, the Basic Plan specified that the Jōetsu Shinkansen should start from Shinjuku, not Tokyo Station, which would have required building an additional {{convert|30|km|mi|abbr=on}} of track between Shinjuku and Ōmiya. While no construction work was ever started, land along the proposed track, including an underground section leading to Shinjuku Station, remains reserved. If capacity on the Tokyo–Ōmiya section proves insufficient at some point, construction of the Shinjuku–Ōmiya link may be reconsidered.

In December 2009, then transport minister Seiji Maehara proposed a bullet train link to Haneda Airport, using an existing spur that connects the Tōkaidō Shinkansen to a train depot. JR Central called the plan "unrealistic" due to tight train schedules on the existing line, but reports said that Maehara wished to continue discussions on the idea.<ref>{{Cite news |date=28 December 2009 |title=Maehara sounds out JR Tokai over shinkansen link for Haneda airport |url=https://www.japantoday.com/category/national/view/maehara-sounds-out-jr-tokai-over-shinkansen-link-for-haneda-airport |access-date=28 December 2009 |newspaper=Japan Today}}{{dead link|date=May 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> The succeeding minister has not indicated whether this proposal remains supported. While the plan may become more feasible after the opening the Chūō Shinkansen (sometimes referred to as a bypass to the Tokaido Shinkansen) frees up capacity, construction is already underway for other rail improvements between Haneda and Tokyo station expected to be completed prior to the opening of the 2020 Tokyo Olympics,{{needs update|date=June 2025}} so any potential Shinkansen service would likely offer only marginal benefit. Despite these plans ultimately not being realized (owing in part due to the effects of the COVID-19 pandemic), rail projects in the vicinity of Haneda Airport, including the Haneda Airport Access Line and the Tokyo Rinkai Subway Line, continue to undergo planning.<ref>{{cite web |date=21 January 2021 |title=JR East's Haneda Airport Access Line to Open in FY 2029 |url=https://www.nippon.com/en/news/yjj2021012001065/ |archive-url=https://web.archive.org/web/20210125172245/https://www.nippon.com/en/news/yjj2021012001065/ |archive-date=25 January 2021 |access-date=4 January 2023}}</ref>

=== Cancelled lines === The Narita Shinkansen project to connect Tokyo to Narita International Airport, initiated in the 1970s but halted in 1983 after landowner protests, has been officially cancelled and removed from the Basic Plan governing Shinkansen construction. Parts of its planned right-of-way were used by the Narita Sky Access Line which opened in 2010, and the Keiyo Line reused space originally set aside for the Narita Shinkansen terminus at Tokyo Station. Although the Sky Access Line uses standard-gauge track, it was not built to Shinkansen specifications and there are no plans to convert it into a full Shinkansen line.

== {{anchor|Service names|Services}} Services == thumb|Tokyo Station Tokaido Shinkansen platforms, September 2021 thumb|The Shinkansen fare system is integrated with Japan's conventional lines. In this example, a base-fare ticket from Tokyo to Takamatsu is paired with a Shinkansen express surcharge ticket from Tokyo to Okayama, allowing travel by Shinkansen to Okayama and by conventional lines to Takamatsu.

Originally intended to carry passenger trains by day and freight trains by night, the Shinkansen lines carried exclusively passengers for the first five and a half decades of their operation. Light freight has been carried on some passenger services since 2019, and there are plans to expand this with freight-only trains in the future.<ref>{{cite news |date=5 June 2024 |title=Japanese high speed rail freight services expand |url=https://www.railwaygazette.com/high-speed/japanese-high-speed-rail-freight-services-expand/66634.article |access-date=5 June 2024 |work=Railway Gazette International |publisher=DVV Media International}}</ref><ref>{{cite news |date=31 August 2023 |title=荷物専用の臨時列車、上越新幹線を走る JR東が初めて実験: 朝日新聞デジタル |url=https://www.asahi.com/articles/ASR805WFFR80ULFA022.html |archive-url=https://web.archive.org/web/20250916020837/https://www.asahi.com/articles/ASR805WFFR80ULFA022.html |archive-date=16 September 2025 |access-date=5 June 2024 |work=Asahi Shimbun |language=ja}}</ref><ref>{{Cite web |last=Kusamachi |first=Yoshikazu |date=15 June 2018 |title=新幹線で夜行列車が走っていないのはなぜ? かつては運転の計画もあったが... |trans-title=Why are there no overnight Shinkansen trains? There were plans to operate them in the past... |url=https://trafficnews.jp/post/80517 |archive-url=https://web.archive.org/web/20250313094048/https://trafficnews.jp/post/80517 |archive-date=13 March 2025 |access-date=3 December 2025 |website=Traffic News |language=ja}}</ref><ref name="haisen ryakuzu 2022">{{Cite web |date=27 March 2022 |title=動き出した令和の「貨物新幹線」計画 現在分かっていることをまとめてみる |url=https://www.haisenryakuzu.net/column/kamotsushinkansen/ |access-date=3 December 2025 |website=配線略図.net |language=ja}}</ref>

The system shuts down between midnight and 06:00 every day for maintenance. Japan's few remaining overnight passenger trains run on the older, narrow-gauge network that the Shinkansen parallels.<ref>{{Cite journal |last=Fujii |first=Daisuke |date=31 March 2023 |title=Organizing the Development of the High-Speed Railway Network and Measures Taken on Parallel Conventional Railways in Japan since the 1990s |url=https://gensoken.toyo.ac.jp/japanese-society-and-culture/vol5/iss1/12 |journal=Japanese Society and Culture |volume=5 |issue=1 |doi=10.52882/2434-1738-0512 |issn=2434-172X |doi-access=free}}</ref>

There are three principal service types on the Shinkansen: * '''Express''' – stop only at major stations and are the fastest services in terms of average journey time.<ref name="haisen ryakuzu 2022" /> * '''Limited-stop''' – serve a mix of major stations and selected intermediate stations, providing faster journeys for smaller cities than would be possible using local services.<ref name="Tokaido Sanyo Kyushu Shinkansen">{{Cite web |title=About Tokaido Sanyo Kyushu Shinkansen {{!}} About |url=https://smart-ex.jp/en/beginner/equipment/ |access-date=3 December 2025 |website=Tokaido Sanyo Kyushu Shinkansen Internet Reservation Service |language=en}}</ref> * '''Local''' – stop at every station along the section they operate over, and therefore have the lowest average speeds. These services typically operate over only part of a line rather than end to end.<ref name="Tokaido Sanyo Kyushu Shinkansen" />

=== Tōkaidō, San'yō and Kyushu Shinkansen === * ''Nozomi'' (express, Tokaido and San'yō) * ''Hikari'' (limited-stop, Tokaido and San'yō) * ''Hikari Rail Star'' (limited-stop, San'yō) * ''Kodama'' (local, Tokaido and San'yō) * ''Sakura'' (limited-stop, San'yō and Kyushu) * ''Mizuho'' (express, San'yō and Kyushu) * ''Tsubame'' (local, Kyushu)

=== Tōhoku, Hokkaido, Yamagata and Akita Shinkansen === * ''Hayabusa'' (express, Tōhoku & Hokkaido) * ''Hayate'' (local, Tōhoku & Hokkaido) * ''Yamabiko'' (limited-stop, Tohoku) * ''Nasuno'' (local, Tohoku) * ''Komachi'' (express, Akita) * ''Tsubasa'' (limited-stop, Yamagata)

=== Jōetsu Shinkansen === * ''Toki'' (limited-stop)<ref>{{Cite web |date=30 May 2019 |title=新幹線物流初の鮮魚輸送 JR東日本グループが6月11日から実証実験開始 |trans-title=JR East Group begins demonstration experiment on Shinkansen logistics for the first time to transport fresh fish from June 11 |url=https://ecnomikata.com/ecnews/eclogistics/22631/ |access-date=3 December 2025 |website=ECNOMIKATA |language=ja}}</ref> * ''Tanigawa'' (local)

===Hokuriku Shinkansen=== * ''Kagayaki'' (express) * ''Hakutaka'' (limited-stop) * ''Tsurugi'' (local) * ''Asama'' (local)

=== Nishi Kyushu Shinkansen === * ''Kamome'' (local)<ref name="kamome_selection" />

== Rolling stock == Shinkansen trains are up to sixteen cars long, and the longest are over {{Convert|400|m|mi|frac=4}} from end to end. Stations are similarly long to accommodate these trains.

=== Passenger trains === ==== Tōkaidō and San'yō Shinkansen ==== * 0 series – The first Shinkansen trains which entered service in 1964. Maximum operating speed was {{convert|220|km/h|mph|round=5|abbr=on}}. More than 3,200 cars were built. Withdrawn in December 2008. * 100 series – Entered service in 1985, and featured bilevel cars with restaurant car and compartments. Maximum operating speed was {{convert|230|km/h|mph|round=5|abbr=on}}. Later used only on San'yō Shinkansen ''Kodama'' services. Withdrawn in March 2012. * 300 series – Entered service in 1992, initially on ''Nozomi'' services with maximum operating speed of {{convert|270|km/h|mph|round=5|abbr=on}}. Withdrawn in March 2012. * 500 series – Introduced on ''Nozomi'' services in 1997, with an operating speed of {{convert|300|km/h|mph|round=5|abbr=on}}. Since 2008, sets have been shortened from 16 to 8 cars for use on San'yō Shinkansen ''Kodama'' services with a maximum operating speed of {{convert|285|km/h|mph|round=5|abbr=on}}. * 700 series – 8 and 16-car trainsets introduced in 1999, with maximum operating speed of {{convert|285|km/h|mph|round=5|abbr=on}}. The JR Central owned units were withdrawn in March 2020, with the JR West owned units continuing to operate on the San'yō Shinkansen line between Shin-Osaka and Hakata. * N700 series – 16-car trainsets introduced in 2007 and 8-car S&R trainsets introduced in 2011, with a maximum operating speed of and {{convert|300|km/h|mph|round=5|abbr=on}} for the 8-car S&R sets and 16-car sets. * N700A series – 16-car trainsets introduced in 2013. An upgraded version of N700 series with improved acceleration/deceleration and quieter traction motors. All N700 series sets have been converted to N700A. In 2025, JR West introduced shortened N700A series trains from 16 to 8 cars to replace the 500 series on the San'yō Shinkansen ''Kodama'' service with a maximum operating speed of {{Convert|285|km/h|mph|abbr=on}}. * N700S series – 16-car trainsets introduced in 2020. An evolution of the N700A series. <gallery class="center"> File:Shinkansen Series0 R67 JNRcolor.jpg|0 series File:Shinkansen100.jpg|100 series File:JR Central Shinkansen 300.jpg|300 series File:Shinkansen 500 series W2 formation.jpg|500 series File:JR Central Shinkansen 700.jpg|700 series File:Shinkansen 700 Rail Star (8086223807).jpg|700 series (Hikari Rail Star) File:Shinkansen N700 z15.jpg|N700 series File:Series-N700A-F20.jpg|N700A series File:Series-N700S-J2.jpg|N700S series </gallery>

==== Kyushu and Nishi Kyushu Shinkansen ==== * 800 series – 6-car trainsets introduced in March 2004 on the Kyushu Shinkansen with a maximum speed of {{convert|260|km/h|mph|round=5|abbr=on}}. * N700-7000/8000 series – 8-car trainsets introduced in March 2011 on the Kyushu Shinkansen with a maximum speed of {{convert|300|km/h|mph|round=5|abbr=on}}. * N700S-8000 series – 6-car trainsets introduced in 2022 on the Nishi Kyushu Shinkansen with a maximum speed of {{convert|260|km/h|mph|abbr=on}}.<ref name="Railway Gazette International" /> <gallery class="center"> File:JRK-800 U004 2020-10-12.jpg|800 series File:Shinkansen N700-7000 S1 (49766090102).jpg|N700 series File:N700S-Y4 Kamome-29.jpg|N700S-8000 series (Nishi Kyushu) </gallery>

==== Tōhoku, Jōetsu, Hokuriku and Hokkaido Shinkansen ==== * 200 series – The first type introduced on the Tōhoku and Jōetsu Shinkansen in 1982. The first Shinkansen type designed for cold-weather operation, with a maximum operating speed of {{convert|240|km/h|mph|round=5|abbr=on}}. Trainsets were operated in 10-, 12-, and 16-car formations; the final configuration was 10 cars. Withdrawn from service in April 2013. * E1 series – Double-deck 12-car trainsets introduced in 1994 for use on the Tōhoku and Jōetsu Shinkansen. They had a maximum operating speed of {{convert|240|km/h|mph|round=5|abbr=on}} and were withdrawn in September 2012. * E2 series – Introduced in 1997, operating in 8- and 10-car formations. The type has a maximum operating speed of {{convert|275|km/h|mph|round=5|abbr=on}} and remains in service on the Tōhoku Shinkansen. It was previously used on the Hokuriku and Jōetsu Shinkansen. * E4 series – Double-deck 8-car trainsets introduced in 1997 and used on the Tōhoku, Jōetsu, and Hokuriku Shinkansen. Maximum operating speed was {{convert|240|km/h|mph|round=5|abbr=on}}. The type was withdrawn from service in October 2021. * E5 series – 10-car trainsets introduced in March 2011, operating primarily on the Tōhoku Shinkansen. The type has a maximum operating speed of {{convert|320|km/h|mph|round=5|abbr=on}}. ** H5 series – A cold-weather derivative of the E5 series, introduced from March 2016 for use primarily on the Hokkaido Shinkansen.<ref name="jrhokkaido20140416">{{cite web |date=16 April 2014 |script-title=ja:北海道新幹線用車両について |trans-title=Hokkaido Shinkansen Train Details |url=https://www.jrhokkaido.co.jp/press/2014/140416-1.pdf |archive-url=https://web.archive.org/web/20140416081225/https://www.jrhokkaido.co.jp/press/2014/140416-1.pdf |archive-date=16 April 2014 |access-date=16 April 2014 |work=News release |publisher=Hokkaido Railway Company |language=ja |location=Japan}}</ref><ref name="yomiuri20140416">{{cite web |date=16 April 2014 |script-title=ja:北海道新幹線「H5系」、内装には雪の結晶も |trans-title=Hokkaido Shinkansen "H5 series" – Interiors to feature snowflake design |url=http://www.yomiuri.co.jp/hokkaido/news/20140416-OYTNT50008.html |archive-url=https://archive.today/20140415234044/http://www.yomiuri.co.jp/hokkaido/news/20140416-OYTNT50008.html |archive-date=15 April 2014 |access-date=16 April 2014 |work=Yomiuri Online |publisher=The Yomiuri Shimbun |language=ja |location=Japan}}</ref> * E7/W7 series – 12-car trainsets introduced in March 2014 for the Hokuriku Shinkansen and later introduced on the Jōetsu Shinkansen in 2019. Maximum operating speed is {{convert|260|km/h|mph|round=5|abbr=on}} on the Hokuriku Shinkansen and {{Convert|275|km/h|mph|abbr=on}} on the Jōetsu Shinkansen.<ref name="jreast20120904">{{cite web |date=4 September 2012 |script-title=ja:北陸新幹線用の新型車両について |trans-title=New trains for Hokuriku Shinkansen |url=http://www.jreast.co.jp/press/2012/20120903.pdf |url-status=live |archive-url=https://ghostarchive.org/archive/20221010/http://www.jreast.co.jp/press/2012/20120903.pdf |archive-date=10 October 2022 |access-date=4 September 2012 |work=Press release |publisher=JR East & JR West |language=ja |location=Japan}}</ref> The E7 series is owned by JR East and the W7 series by JR West; the two types are otherwise identical. <gallery class="center"> File:JR East Shinkansen 200(renewal).jpg|200 series File:JReastE1 Omiya 20120918.jpg|E1 series File:Series-E2-1000-J70.jpg|E2 series File:Series-E4-P13.jpg|E4 series File:JRE-TEC-E5 omiya.JPG|E5 series File:H5kei hayabusa and E6kei komachi.JPG|H5 series File:Series-E7-F19.jpg|E7/W7 series </gallery>

==== Yamagata and Akita Shinkansen ==== * 400 series – The first mini-Shinkansen train type, introduced in 1992 for services on the Yamagata Shinkansen. It had a maximum operating speed of {{convert|240|km/h|mph|round=5|abbr=on}} and was withdrawn from service in April 2010. * E3 series – Introduced in 1997 for the Akita Shinkansen, with a maximum operating speed of {{convert|275|km/h|mph|abbr=on|round=5}}. Additional trainsets were built for use on the Yamagata Shinkansen. From 2014 onward, the type has been used exclusively on the Yamagata Shinkansen. * E6 series – Introduced in March 2013 as the replacement for the E3 series on the Akita Shinkansen, featuring a maximum operating speed of {{convert|320|km/h|mph|round=5|abbr=on}} on the mainline Tōhoku shinkansen, however limited to {{convert|130|km/h|mph|round=5|abbr=on}} on the Akita Shinkansen. * E8 series – Introduced in March 2024 as the replacement for the E3 series on the Yamagata Shinkansen. The type has a maximum operating speed of {{convert|300|km/h|mph|round=5|abbr=on}} on the mainline Tōhoku shinkansen, however limited to {{convert|130|km/h|mph|round=5|abbr=on}} on the Yamagata Shinkansen.. <gallery class="center"> File:400 L3 Tsubasa Yamagata 20020824.jpg|400 series File:E3-2000 L67 Akayu Tsubasa 128 20150905.jpg|E3 series File:E6 series Z12 Komachi 20161013.jpg|E6 series File:Shinkansen E8 series test.jpg|E8 series </gallery>

=== Experimental trains === * Class 1000 – 1961 * Class 951 – 1969 * Class 961 – 1973 * Class 962 – 1979 * 500-900 series "WIN350" – 1992 * Class 952/953 "STAR21" – 1992 * Class 955 "300X" – 1994 * Gauge Change Train – 1998 to present * Class E954 "Fastech 360S" – 2004 * Class E955 "Fastech 360Z" – 2005 * Class E956 "ALFA-X" – 2019 <gallery class="center"> Class 1000 Shinkansen Photograph.png|Class 1000 File:951-1 RTRI Kokubunji 199711.jpg|Class 951 File:JNR shinkansen 961 sendai.jpg|Class 961 File:925-10 S2 Takasaki 20020925.jpg|Class 962 File:WIN350 Maibara 19981011.jpg|WIN350 File:STAR21 952-1 Maibara 20060727.JPG|STAR21 File:Shinkansen955-1-2.jpg|300X File:Gauge Changing Train 20120912.jpg|Gauge change train (2nd generation) File:E954 S9 Sendai 20060421.jpg|Fastech 360S File:E955 Sendai General Shinkansen Depot 20080726.jpg|Fastech 360Z File:E956S13Sendai.jpg|ALFA-X </gallery>

=== Maintenance vehicles === * 911 Type diesel locomotive * 912 Type diesel locomotive * DD18 Type diesel locomotive * DD19 Type diesel locomotive * 941 Type (rescue train) * 921 Type (track inspection car) * 922 Type (''Doctor Yellow'' sets T1, T2, T3) * 923 Type (''Doctor Yellow'' sets T4, T5) * 925 Type (''Doctor Yellow'' sets S1, S2) * E926 Type (''East i'') <gallery class="center"> File:Class 922 Doctor Yellow set T2.jpg|Doctor Yellow Type 922 File:Type923-T4.jpg|Doctor Yellow Type 923 File:925-10 S2 Takasaki 20020925.jpg|Doctor Yellow Type 925 File:TypeE926.jpg|Type E926 East-i File:911 dl.JPG|Type 911 locomotive File:Tokaido Shinkansen Kyoto station railway track maintenancea line 02.jpg|Track maintenance vehicles stabled along sidings outside Kyoto station File:Multiple Tie Tamper.jpg|Tamping machine File:バラスト整理車.jpg|Ballast cleaner File:延線車.jpg|Overhead line replacement vehicle File:装柱車.jpg|Loading vehicle

</gallery>

== Speed records ==

=== Traditional rail === thumb|Class 955 "300X" {|class="wikitable" !colspan=2| Speed<ref name="Semmens1997">{{Cite book |last=Semmens |first=Peter |title=High Speed in Japan: Shinkansen – The World's Busiest High-speed Railway |publisher=Platform 5 Publishing |year=1997 |isbn=1-872524-88-5 |location=Sheffield, UK}}</ref> !rowspan=2| Train !rowspan=2| Location !rowspan=2| Date !rowspan=2| Comments |- !km/h !mph |- | {{convert|200|km/h|mph|0|disp=table}} | Class 1000 Shinkansen | Kamonomiya test track in Odawara, part of Tōkaidō Shinkansen |align=right| 31 October 1962 | |- | {{convert|256|km/h|mph|0|disp=table}} | Class 1000 Shinkansen | Kamonomiya test track |align=right| 30 March 1963 | Former world speed record for EMU trains. |- | {{convert|286|km/h|mph|0|disp=table}} | Class 951 Shinkansen | San'yō Shinkansen |align=right| 24 February 1972 | Former world speed record for EMU trains. |- | {{convert|319|km/h|mph|0|disp=table}} | Class 961 Shinkansen | Oyama test track, part of Tōhoku Shinkansen |align=right| 7 December 1979 | Former world speed record for EMU trains. |- | {{convert|326|km/h|mph|0|disp=table}} | 300 series | Tōkaidō Shinkansen |align=right| 28 February 1991 | |- | {{convert|336|km/h|mph|0|disp=table}} | 400 series | Jōetsu Shinkansen |align=right| 26 March 1991 | |- | {{convert|345|km/h|mph|0|disp=table}} | 400 series | Jōetsu Shinkansen |align=right| 19 September 1991 | |- | {{convert|346|km/h|mph|0|disp=table}} | 500-900 series "WIN350" | San'yō Shinkansen |align=right| 6 August 1992 | |- | {{convert|350|km/h|mph|0|disp=table}} | 500–900 series "WIN350" || San'yō Shinkansen |align=right| 8 August 1992 | |- | {{convert|352|km/h|mph|0|disp=table}} | Class 952/953 "STAR21" | Jōetsu Shinkansen |align=right| 30 October 1992 | |- | {{convert|425|km/h|mph|0|disp=table}} | Class 952/953 "STAR21" | Jōetsu Shinkansen |align=right| 21 December 1993 | |- | {{convert|427|km/h|mph|0|disp=table}} | Class 955 "300X" | Tōkaidō Shinkansen |align=right| 11 July 1996 | |- | {{convert|443|km/h|mph|0|disp=table}} | Class 955 "300X" | Tōkaidō Shinkansen |align=right| 26 July 1996 | |}

== Reliability ==

=== Punctuality === The Shinkansen is very reliable thanks to several factors, including its near-total separation from slower traffic. In 2016, JR Central reported that the Shinkansen's average delay from schedule per train was 24 seconds. This includes delays due to uncontrollable causes, such as natural disasters.<ref>{{cite web |title=Central Japan Railway Company Annual Report 2016 |url=http://english.jr-central.co.jp/company/ir/annualreport/_pdf/annualreport2016.pdf |url-status=live |archive-url=https://web.archive.org/web/20170705033221/http://english.jr-central.co.jp/company/ir/annualreport/_pdf/annualreport2016.pdf |archive-date=5 July 2017 |access-date=24 July 2016 |page=18}}</ref>

=== Safety record === Over the Shinkansen's 60-plus year history, carrying over 10 billion passengers, there have been no passenger fatalities due to train accidents such as derailments or collisions,<ref name="Safety">{{cite web |title=About the Shinkansen |url=https://global.jr-central.co.jp/en/company/about_shinkansen/ |url-status=live |archive-url=https://web.archive.org/web/20220705211429/https://global.jr-central.co.jp/en/company/about_shinkansen/ |archive-date=5 July 2022 |access-date=20 June 2021 |website=jr-central.co.jp |publisher=Central Japan Railway Company |language=en}}</ref> despite frequent earthquakes and typhoons. Injuries and a single fatality have been caused by doors closing on passengers or their belongings; attendants are employed at platforms to prevent such accidents.<ref>{{citation |title=Railway to pay for 1995 fatality; Shinkansen victim's parents win 49 million yen in damages |date=8 March 2001 |newspaper=The Japan Times |url=https://www.japantimes.co.jp/news/2001/03/08/national/railway-to-pay-for-1995-fatality/ |archive-url=https://web.archive.org/web/20220613041921/https://www.japantimes.co.jp/news/2001/03/08/national/railway-to-pay-for-1995-fatality/ |archive-date=13 June 2022}}</ref> There have, however, been suicides by passengers jumping both from and in front of moving trains.<ref> [https://english.kyodonews.net/news/2025/03/54427e0dd915-all-tohoku-shinkansen-services-halted-after-person-hit-by-train.html All Tohoku Shinkansen services halted after person hit by train] Kyodo News. 10 March 2025.</ref><ref> [https://www.bbc.com/news/world-asia-33322794 Japan bullet train 'self-immolation' fire kills two]. 30 June 2015. BBC News</ref>

There have been two derailments of Shinkansen trains in passenger service. The first one occurred during the Chūetsu earthquake on 23 October 2004. Eight of ten cars of the ''Toki'' No. 325 train on the Jōetsu Shinkansen derailed near Nagaoka Station in Nagaoka, Niigata. There were no casualties among the 154 passengers.<ref>{{cite web |title=Report on Niigata Chuetsu Earthquake |url=http://www.jreast.co.jp/e/investor/ar/2005/pdf/ar2005_17.pdf |url-status=live |archive-url=https://web.archive.org/web/20210519015119/https://www.jreast.co.jp/e/investor/ar/2005/pdf/ar2005_17.pdf |archive-date=19 May 2021 |access-date=10 July 2022 |website=jreast.co.jp}}&nbsp;{{small|(43.8&nbsp;KB)}}</ref>

Another derailment happened on 2 March 2013 on the Akita Shinkansen when the ''Komachi'' No. 25 train derailed in blizzard conditions in Daisen, Akita. No passengers were injured.<ref name="straitstimes20130332">{{cite news |date=2 March 2013 |title=High-speed bullet train derails in Japan: Media |url=http://www.straitstimes.com/breaking-news/asia/story/high-speed-bullet-train-derails-japan-media-20130302 |archive-url=https://web.archive.org/web/20210516080001/https://www.straitstimes.com/asia/high-speed-bullet-train-derails-in-japan-media |archive-date=16 May 2021 |access-date=30 December 2013 |work=The Sunday Times |publisher=Singapore Press Holdings Ltd. Co. |location=Singapore}}</ref>

In the event of an earthquake, an earthquake detection system can bring the train to a stop very quickly; newer trainsets are lighter and have stronger braking systems, allowing for quicker stopping. New anti-derailment devices were installed on tracks after analysis of the Jōetsu derailment.<ref>{{Cite web |title=Development of Device to Prevent Deviation of the Tokaido Shinkansen during an Earthquake |url=https://www.jsme.or.jp/jsme/uploads/2016/11/awardn11-3.pdf |archive-url=https://web.archive.org/web/20240214005937/https://www.jsme.or.jp/jsme/uploads/2016/11/awardn11-3.pdf |archive-date=14 February 2024}}</ref><ref>{{Cite web |author=Norimichi Kumagai |title=Preparing for Major Earthquakes |url=https://www.ejrcf.or.jp/jrtr/jrtr60/pdf/34-41_web.pdf |url-status=live |archive-url=https://web.archive.org/web/20191126113337/http://www.ejrcf.or.jp/jrtr/jrtr60/pdf/34-41_web.pdf |archive-date=26 November 2019 |access-date=18 February 2024}}</ref>

Kobe Steel is one of the suppliers of high-strength steel for Shinkansen trainsets and, during inspections following the Kobe Steel data falsification scandal, cracks were found in a single bogie which was then removed from service on 11 December 2017.<ref name="rg20171213">{{cite web |date=13 December 2017 |title=Crack found in Shinkansen trainset bogie |url=http://www.railwaygazette.com/news/high-speed/single-view/view/crack-found-in-shinkansen-trainset-bogie.html |url-access=subscription |url-status=live |archive-url=https://web.archive.org/web/20171213202108/http://www.railwaygazette.com/news/high-speed/single-view/view/crack-found-in-shinkansen-trainset-bogie.html |archive-date=13 December 2017 |access-date=15 December 2017 |work=Railway Gazette}}</ref>

On 23 January 2024, a massive power outage struck the Tohoku, Hokuriku and Joetsu Shinkansen lines, resulting in the cancellation of 283 trains and affecting about 120,000 passengers. JR East said that the outage was caused by a Kagayaki service train touching an overhead power cable which was left dangling after the metal rod supporting it fractured between Omiya Station in Saitama and Ueno Station in Tokyo. The incident damaged the train's pantographs and a window,<ref>{{cite web |date=24 January 2024 |title=JR East: Damage to overhead power cable part led to Shinkansen disruption |url=https://www3.nhk.or.jp/nhkworld/en/news/20240124_22/ |archive-url=https://web.archive.org/web/20240124150748/https://www3.nhk.or.jp/nhkworld/en/news/20240124_22/ |url-status=dead |archive-date=24 January 2024 |access-date=24 January 2024 |work=NHK}}</ref> while two railway employees were hospitalized following an explosion that occurred at the site during repairs.<ref>{{cite web |date=24 January 2024 |title=Disruption of Japan's Shinkansen service sends passengers scrambling |url=https://www3.nhk.or.jp/nhkworld/en/news/backstories/3009/ |archive-url=https://web.archive.org/web/20240124075416/https://www3.nhk.or.jp/nhkworld/en/news/backstories/3009/ |url-status=dead |archive-date=24 January 2024 |access-date=24 January 2024 |work=NHK}}</ref> Most Shinkansen services were restored the following morning.<ref>{{cite web |date=24 January 2024 |title=Bullet trains restart in east Japan 20 hours after power outage |url=https://english.kyodonews.net/news/2024/01/7398611df12a-bullet-train-services-restart-in-east-japan-after-power-outage.html |access-date=24 January 2024 |work=Kyodo News}}</ref>

In September 2024 and March 2025, two decoupling incidents took place on trains servicing the Tohoku line.<ref>{{cite web |date=14 March 2025 |title=Suspended bullet trains in Japan restart after decoupling incident |url=https://english.kyodonews.net/news/2025/03/bb2b35f5abe4-urgent-suspended-bullet-trains-in-japan-restart-after-decoupling-incident.html |access-date=14 March 2025 |work=Kyodo News}}</ref>

On 15 August 2025, a burning smell was noticed by crew members aboard a Kodama service of the Tokaido Shinkansen. At the time, the N700S set was travelling between Maibara and Gifu-Hashima station, where the train was stopped and white smoke was found coming from underneath car number 9. The fire department was called, and identified a fire on the underside of the vehicle. There were no reported injuries, but the 250 passengers were forced to disembark and take a later Nozomi service.<ref>{{Cite web |date=16 August 2025 |title=Smoke disrupts Tokaido Shinkansen services in central Japan |url=https://www3.nhk.or.jp/nhkworld/en/news/20250816_07/ |archive-url=https://web.archive.org/web/20250816161823/https://www3.nhk.or.jp/nhkworld/en/news/20250816_07/ |url-status=dead |archive-date=16 August 2025 |access-date=16 August 2025 |website=NHK |language=en}}</ref><ref>{{Cite web |date=18 August 2025 |title=Smoke halts shinkansen bullet train in Gifu, central Japan |url=https://www.youtube.com/watch?v=LEUjgUc_wBA |access-date=20 September 2025 |website=YouTube |language=en}}</ref>

== Effects ==

=== Economics === The Shinkansen has had a significant beneficial effect on Japan's business, economy, society, environment and culture beyond mere construction and operational contributions.<ref name="jrtr-okada">{{cite web |title=Features and Economic and Social Effects of The Shinkansen |url=http://www.jrtr.net/jrtr03/f09_oka.html |archive-url=https://web.archive.org/web/20110110165031/http://www.jrtr.net/jrtr03/f09_oka.html |archive-date=10 January 2011 |access-date=30 November 2009 |publisher=Jrtr.net}}</ref> The resultant time savings alone from switching from a conventional to a high-speed network have been estimated at 400 million hours, and the system has an economic contribution of {{JPY|500 billion}} per year.<ref name="jrtr-okada" /> That does not include the savings from reduced reliance on imported fuel, which also has national security benefits. Shinkansen lines, particularly in the very crowded coastal Taiheiyō Belt megalopolis, met two primary goals: * Shinkansen trains reduced the congestion burden on regional transportation by increasing throughput on a minimal land footprint, therefore being economically preferable compared to modes (such as airports or highways) common in less densely populated regions of the world. * As rail was already the primary urban mode of passenger travel, from that perspective it was akin to a sunk cost; there was not a significant number of motorists to convince to switch modes. The initial megalopolitan Shinkansen lines were profitable and paid for themselves. Connectivity rejuvenated rural towns such as Kakegawa that would otherwise be too distant from major cities.<ref name="jrtr-okada" />

However, upon the introduction of the 1973 Basic Plan the initial prudence in developing Shinkansen lines gave way to political considerations to extend the mode to far less populated regions of the country, partly to spread these benefits beyond the key centres of Kanto and Kinki. Although in some cases regional extension was frustrated by protracted land acquisition (sometimes influenced by the cancellation of the Narita Shinkansen following fierce protests by locals), over time Shinkansen lines were built to relatively sparsely populated areas with the intent to disperse the population away from the capital.

Such expansion had a significant cost. JNR, the national railway company, was already burdened with subsidizing unprofitable rural and regional railways. It then assumed Shinkansen construction debt until the government corporation eventually owed some {{JPY|28 trillion}}, contributing to it being regionalised and privatized in 1987.<ref name="jrtr-kakumoto">{{cite web |title=Sensible Politics and Transport Theories? |url=http://www.jrtr.net/jrtr22/F23_Kakumoto.html |archive-url=https://web.archive.org/web/20090606151933/http://www.jrtr.net/jrtr22/F23_Kakumoto.html |archive-date=6 June 2009 |access-date=30 November 2009 |publisher=Jrtr.net}}</ref> The privatized JRs eventually paid {{JPY|9.2 trillion}} to acquire JNR's Shinkansen network.<ref name="jrtr-okada" />

Following privatization, the JR group of companies have continued Shinkansen network expansion to less populated areas, but with far more flexibility to spin-off unprofitable railways or cut costs than in JNR days. An important factor is the post bubble zero interest-rate policy that allows JR to borrow huge sums of capital without significant concern regarding repayment timing.

A UCLA study found that the presence of a Shinkansen line had improved housing affordability by making it more realistic for lower-income city workers to live in exurban areas much further away from the city, which tend to have cheaper housing options. That in turn helps the city to "decentralise" and reduce city property prices.<ref>{{cite web |last=Eaton |first=Joe |date=28 January 2019 |title=High-Speed Rail Helped Keep Housing Affordable in Japan. Could It Do the Same for California? |url=https://psmag.com/economics/high-speed-rail-means-low-cost-housing |url-status=live |archive-url=https://web.archive.org/web/20211015014529/https://psmag.com/economics/high-speed-rail-means-low-cost-housing |archive-date=15 October 2021 |access-date=10 July 2022 |website=Pacific Standard |language=en}}</ref>

=== Environment === Traveling by the Tokaido Shinkansen from Tokyo to Osaka produces only around 16% of the carbon dioxide of the equivalent journey by car, a saving of 15,000 tons of {{co2}} per year.<ref name="jrtr-okada" />

== Challenges ==

=== Noise pollution === Noise pollution concerns have made increasing speed more difficult. In Japan, population density is high and there have been strong protests against the Shinkansen's noise pollution. Its noise is thus limited to less than 70 dB in residential areas.<ref>{{cite web |title=新幹線鉄道騒音に係る環境基準について |trans-title=About environmental standards related to Shinkansen railway noise |url=http://www.env.go.jp/kijun/oto3.html |url-status=live |archive-url=https://web.archive.org/web/20220510054046/http://www.env.go.jp/kijun/oto3.html |archive-date=10 May 2022 |access-date=10 July 2022 |website=env.go.jp |language=ja}}</ref> Improvement and reduction of the pantograph, weight saving of cars, and construction of noise barriers and other measures have been implemented. Research is primarily aimed at reducing operational noise, particularly the tunnel boom phenomenon caused when trains transit tunnels at high speed.

=== Earthquake === Because of the risk of earthquakes in Japan, the Urgent Earthquake Detection and Alarm System (UrEDAS) (an earthquake warning system) was introduced in 1992. It enables automatic braking of Shinkansen trains in the event of large earthquakes.

=== Heavy snow === The Tōkaidō Shinkansen often experiences heavy snow in the area around Maibara Station between December and February, requiring trains to reduce speed thus disrupting the timetable. Snow-dispersing sprinkler systems have been installed, but delays of 10–20 minutes still occur during snowy weather. Snow-related treefalls have also caused service interruptions. Along the Jōetsu Shinkansen route, snow can be very heavy, with depths of two to three metres; the line is equipped with stronger sprinklers and slab track to mitigate the snow's effects. Despite having multiple days with delays longer than 30 minutes, the Tōhoku Shinkansen still presents a slight advantage in reliability compared to air travel on days with significant snowfall.<ref name="Kojima 2017" />

== Ridership == ===Annual=== {| class="wikitable" style="text-align:right" |+ Annual ridership figures for selected years (in millions of passengers)<ref>{{cite web |title=国土交通省鉄道輸送統計年報(平成19年度) |trans-title=Ministry of Land, Infrastructure, Transport and Tourism Railway Transportation Statistics Annual Report (2007) |url=http://www.mlit.go.jp/k-toukei/10/10a0excel.html |archive-url=https://web.archive.org/web/20110514103232/http://www.mlit.go.jp/k-toukei/10/10a0excel.html |archive-date=14 May 2011 |access-date=19 December 2010 |language=ja}}</ref> |- ! !! Tokaido !! Tohoku !! San'yō !! Joetsu !! Nagano (Hokuriku) !! Kyushu !! Hokkaido !! Sum* !! Total<br />(excl. transfers) |- ! FY2007 | 151.32 | 84.83 | 64.43 | 38.29 | 10.13 | 4.18 | - | '''353.18''' | '''315.77''' |- ! FY2015 | 162.97 | 90.45 | 72.06 | 42.96 | 31.84 | 13.65 | **0.10 | '''414.03''' | '''365.71''' |- ! FY2016 | 167.72 | 91.09 | 72.53 | 43.06 | 30.75 | 13.27 | 2.11 | '''420.53''' | |- ! FY2017 |170.09 |91.98 |74.46 |43.80 |31.03 |14.24 |2.19 | '''427.78''' | |- ! FY2018 |174.11 |93.44 |75.92 |44.53 |31.76 |14.6 |1.64 | '''436.00''' |- ! FY2023<ref>{{cite web |title=鉄道輸送統計調査 年度次 2023年度 {{!}} ファイル {{!}} 統計データを探す |url=https://www.e-stat.go.jp/stat-search/files?page=1&layout=datalist&toukei=00600350&kikan=00600&tstat=000001011026&cycle=8&year=20231&month=0&result_back=1&result_page=1&tclass1val=0 |access-date=25 March 2025 |website=政府統計の総合窓口 |language=ja}}</ref> |160.71 |81.55 |70.30 |39.78 |30.31 |16.09 |1.40 | '''356.45''' |- ! FY2024<ref>{{cite web |title=鉄道輸送統計調査 |url=https://www.e-stat.go.jp/stat-search/files?page=1&layout=datalist&toukei=00600350&kikan=00600&tstat=000001011026&cycle=8&year=20241&month=0&stat_infid=000040366425&result_back=1&result_page=1&tclass1val=0 |access-date=2026-02-01 |website=政府統計の総合窓口 |language=ja}}</ref> |170.52 |87.05 |73.86 |44.05 |41.39 |17.02 |1.62 | '''385.93''' |- |}

<nowiki/>* The sum of the ridership of individual lines does not equal the ridership of the system because a single rider may be counted multiple times when using multiple lines, to get proper ridership figures for a system, in the above case, is only counted once.

<nowiki/>** Only refers to 6 days of operation: 26 March 2016 (opening date) to 31 March 2016 (end of FY2015).

Until 2011, Japan's high-speed rail system had the highest annual patronage of any system worldwide, when China's HSR network's patronage reached 1.7 billion and became the world's highest.<ref name="fc2web">{{cite web |title=KTX vs 新幹線 徹底比較 |url=http://whhh.fc2web.com/ktx/hikaku.html |archive-url=https://web.archive.org/web/20191009122921/http://whhh.fc2web.com/ktx/hikaku.html |archive-date=9 October 2019 |access-date=10 August 2013 |publisher=Whhh.fc2web.com}}</ref>{{Unreliable source?|date=July 2022}}<ref>{{cite web |title=2017年中国铁路投资8010亿元 投产新线3038公里-中新网 |trans-title=In 2017, China Railway invested 801 billion yuan to put into operation 3,038 kilometers of new lines |url=http://www.chinanews.com/cj/2018/01-02/8414612.shtml |access-date=12 January 2018 |website=Chinanews |language=zh}}</ref>

===Cumulative comparison=== {| class="wikitable" |+ Cumulative high-speed rail passengers (in millions of passengers)<ref name="whhh">{{cite web |title=KTX vs 新幹線 徹底比較 |url=http://whhh.fc2web.com/ktx/hikaku.html |archive-url=https://web.archive.org/web/20191009122921/http://whhh.fc2web.com/ktx/hikaku.html |archive-date=9 October 2019 |access-date=12 October 2015 |website=Whhh.fc2web.com}}</ref>{{Unreliable source?|date=July 2022}}<ref>{{cite web |title=新幹線旅客輸送量の推移 |trans-title=Changes in Shinkansen passenger transportation volume |url=http://www.mlit.go.jp/common/000232384.pdf |archive-url=https://web.archive.org/web/20220417232157/https://www.mlit.go.jp/common/000232384.pdf |archive-date=17 April 2022 |access-date=5 March 2022 |website=Mlit.go.jp |language=ja}}</ref> |- ! Year !! Shinkansen (see notes) !! Asia (other) !! Europe !! World !! Shinkansen share (%) |- | 1964 || 11.0 || 0 || 0 || 11.0 || 100% |- | 1980 || 1,616.3 || 0|| 0 || 1,616.3 || 100% |- | 1985 || 2,390.3 || 0 || 45.7 || 2,436.0 || 98.1% |- | 1990 || 3,559.1 || 0 || 129.9 || 3,689.0 || 96.5% |- | 1995 || 5,018.0 || 0 || 461 || 5,479 || 91.6% |- | 2000 || 6,531.7 || 0 || 1,103.5 || 7,635.1 || 85.5% |- | 2005 || 8,088.3 || 52.2 || 2,014.6 || 10,155.1 || 79.6% |- | 2010 || 9,651.0 || 965 || ''3,177.0'' || ''15,417'' || ''70.8%'' |- | 2012 || ''10,344'' || 2,230 || ''3,715'' || ''16,210'' || ''64.5%'' |- | 2014 || ''11,050'' || ''3,910'' || ''4,300'' || ''19,260'' || ''57.4%'' |}

Notes: * Data in ''italics'' includes extrapolated estimations where data is missing. Turkey and Russia data here is included in "Europe" column, rather than split between Asia and Europe. Only systems with 200&nbsp;km/h or higher regular service speed are considered. * "Shinkansen share(%)" refers to percent of Shinkansen ridership (including fully assembled exported trainsets) as a percent of "World" total. Currently this only pertains to Taiwan, but may change if Japan exports Shinkansen to other nations. * "Shinkansen" column does not include Shinkansen knock down kits made in Japan exported to China for assembly, or any derivative system thereof in China * "Asia (other)" column refers to sum of riderships of all HSR systems geographically in Asia that do not use Shinkansen. (this data excludes Russia and Turkey, which geographically have parts in Asia but for sake of convenience included in Europe column) * For 2013, Japan's Ministry of Transport has not updated data, nor is summed European data available (even 2012 data is very rough), however Taiwan ridership is 47.49 million<ref>{{cite web |date=28 June 2014 |title=Taiwan HSR operator pitches restructuring idea to shareholders |url=http://www.wantchinatimes.com/news-subclass-cnt.aspx?id=20140628000066&cid=1206 |archive-url=https://web.archive.org/web/20150208160542/http://www.wantchinatimes.com/news-subclass-cnt.aspx?id=20140628000066&cid=1206 |archive-date=8 February 2015 |access-date=12 October 2015 |website=Want China Times}}</ref> and Korea with 54.5 million<ref>{{cite web |title=월별 일반철도 역간 이용인원 |trans-title=Number of people using between stations of the general railroad per month |url=http://ktdb.go.kr/web/guest/419 |archive-url=https://web.archive.org/web/20160104124636/http://ktdb.go.kr/web/guest/419 |archive-date=4 January 2016 |access-date=12 October 2015 |publisher=Ktdb.go.kr |language=ko}}</ref> and China with 672 million in 2013.<ref>{{cite web |date=30 January 2015 |script-title=zh:铁路2014年投资8088亿元 超额完成全年计划-财经-人民网 |trans-title=en: The railway invested 808.8 billion yuan in 2014, exceeding the annual plan – Xinhua English.news.cn |url=http://finance.people.com.cn/stock/n/2015/0130/c67815-26478015.html |url-status=live |archive-url=https://web.archive.org/web/20220518201404/http://finance.people.com.cn/stock/n/2015/0130/c67815-26478015.html |archive-date=18 May 2022 |access-date=11 July 2022 |website=People.cn |language=zh}}</ref>

Cumulative ridership since October 1964 is over 5 billion passengers for the Tokaido Shinkansen Line alone and 10 billion passengers for Japan's entire shinkansen network.<ref name="fc2web" />{{Unreliable source?|date=July 2022}} Nevertheless, China's share is increasing fast, as close to 9.5 billion passengers in that nation have been served by the end of 2018 and is projected to pass Japan's cumulative numbers by as early as 2020.<ref>{{cite web |title=中国高铁动车组发送旅客90亿人次: 2018年占比超60% |trans-title=China's high-speed rail trains send 9 billion passengers: more than 60% in 2018 |url=http://tech.ifeng.com/a/20190101/45277984_0.shtml |archive-url=https://web.archive.org/web/20190710010525/http://tech.ifeng.com/a/20190101/45277984_0.shtml |archive-date=10 July 2019 |access-date=10 July 2019 |website=tech.ifeng.com |language=zh}}</ref>

===Passenger-kilometres=== {{Dagger|sup=yes}} Indicates that multiple sources are available, and report different values{{efn|name="PassengerKilometresDifferingSources"|The data in <ref name="JRCentralFactSheetXLSX"/> and <ref name="MLITShinkansenPassengerTraffic"/> have been used instead of <ref name="EStatRidershipOnlineDB"/> when applicable.}} {| class="wikitable" style="text-align:right" |+ Annual passenger-kilometres on the Shinkansen network<br />for selected years (in billions of passengers-kilometres) <ref name="JapanRailwayTransportReviewShinkansenStatistics">{{Cite journal |date=October 1994 |title=Shinakansen Statistics |url=https://www.ejrcf.or.jp/jrtr/jrtr03/pdf/f62_reference.pdf |journal=Japan Railway & Transport Review |issue=October 1994 |pages=62 |via=ejrcf.or.jp}} Data for all lines from 1964 to 1992.</ref> <ref name="JRCentralFactSheetXLSX">{{cite web |author=<!-- not stated --> |access-date=2026-02-21 |title=※Data for all years |url=https://global.jr-central.co.jp/en/company/ir/factsheets/_file/factsheets_all.xlsx |publisher=JR Central}} Data for Tokaido line from 1987 to 2024.</ref> <ref name="MLITShinkansenPassengerTraffic">{{cite web |author=<!-- not stated --> |access-date=2026-02-21 |title=新幹線旅客輸送量 |url=https://www.mlit.go.jp/common/000232384.pdf |publisher=MLIT}} Accessed from [https://www.mlit.go.jp/statistics/details/t-other-2_tk_000338.html this page]. Data for all lines from 1965 to 2020, but with Tokaido and Sanyo figures merged, and not all years listed.</ref> <ref name="MLITShinkansenPassengerTrafficArchived">{{cite web |author=<!-- not stated --> |access-date=2026-02-21 |title=新幹線旅客輸送量 |url=https://web.archive.org/web/20130122195823/http://www.mlit.go.jp/common/000232384.pdf |publisher=MLIT}} Archived source. Data for all lines from 1965 to 2010, but with Tokaido and Sanyo figures merged, and not all years listed.</ref> <ref name="EStatRidershipOnlineDB">{{cite web |author=<!-- not stated --> |access-date=2026-02-21 |title=鉄道輸送統計調査 旅客人キロ |url=https://www.e-stat.go.jp/dbview?sid=0003440038}} Data for all lines from 2020 to 2024.</ref> |- ! Fiscal year{{efn|name=FiscalYearExplainer|Fiscal year begins 1 April and ends 31 March. The fiscal year is numbered by the calendar year in which it begins, e.g. FY 1964 spans 1 April 1964 to 31 March 1965.}} || 1964 || 1970 || 1980 || 1990 || 2000 || 2010 || 2019 || 2020 || 2021 || 2022 || 2023 || 2024 |- ! Tokaido | 3.9 || 27.9 || rowspan=2 | 41.8 || 41.3 || 39.7 || 43.7 || 54.0 || 18.2† || 25.2† || 42.4† || 52.8† || 55.2† |- ! Sanyo | colspan=2 | || 16.1 || - || - || - || 7.2 || 9.1 || 15.2 || 18.7 || 19.1 |- ! Tohoku | colspan=3 | || 10.7 || 12.3 || 12.6 || 15.5 || 5.4 || 6.9 || 11.0 || 14.4 || 15.0 |- ! Joetsu | colspan=3 | || 4.1 || 4.6 || 4.3 || 4.8 || 1.8 || 2.4 || 3.7 || 4.6 || 5.0 |- ! Hokuriku | colspan=4 | || 0.81 || 0.75 || 3.5 || 1.3 || 1.7 || 2.9 || 3.6 || 5.3 |- ! Kyushu | colspan=5 | || 0.49 || 2.0 || 0.87† || 0.98 || 1.5 || 2.0 || 2.0 |- ! Hokkaido | colspan=6 | || 0.25 || 0.08 || 0.09 || 0.17 || 0.24 || 0.25 |- ! |- ! Total | 3.9 || 27.9 || 41.8 || 72.2 || 71.2 || 77.4 || 99.3 || 34.8 || 46.4 || 76.9 || 96.3 || 99.4 |- |}

{| class="wikitable collapsible collapsed" ! Annual passenger-kilometres on the Shinkansen network<br />from 1964 to 2024 (in millions of passengers-kilometres) <ref name="JapanRailwayTransportReviewShinkansenStatistics"/> <ref name="JRCentralFactSheetXLSX"/> <ref name="MLITShinkansenPassengerTraffic"/> <ref name="MLITShinkansenPassengerTrafficArchived"/> <ref name="EStatRidershipOnlineDB"/> |- | {{Dagger|sup=yes}} Indicates that multiple sources are available, and report different values{{efn|name="PassengerKilometresDifferingSources"}} {| class="wikitable" |- ! Fiscal Year{{efn|name=FiscalYearExplainer}} !! Total !! Tokaido !! Sanyo !! Tohoku !! Joetsu !! Hokuriku !! Kyushu !! Hokkaido |- | 1964 || 3,912 || 3,912 || rowspan=8| || rowspan=18| || rowspan=18| || rowspan=34| || rowspan=39| || rowspan=51| |- | 1965 || 10,651 || 10,651 |- | 1966 || 14,489 || 14,489 |- | 1967 || 17,991 || 17,991 |- | 1968 || 21,027 || 21,027 |- | 1969 || 22,816 || 22,816 |- | 1970 || 27,890 || 27,890 |- | 1971 || 26,795 || 26,795 |- | 1972 || 33,835 || colspan=2 style="text-align: center;" | 33,835 |- | 1973 || 38,990 || colspan=2 style="text-align: center;" | 38,990 |- | 1974 || 40,671 || colspan=2 style="text-align: center;" | 40,671 |- | 1975 || 53,318 || colspan=2 style="text-align: center;" | 53,318 |- | 1976 || 48,149 || colspan=2 style="text-align: center;" | 48,149 |- | 1977 || 42,187 || colspan=2 style="text-align: center;" | 42,187 |- | 1978 || 41,074 || colspan=2 style="text-align: center;" | 41,074 |- | 1979 || 40,986 || colspan=2 style="text-align: center;" | 40,986 |- | 1980 || 41,790 || colspan=2 style="text-align: center;" | 41,790 |- | 1981 || 41,717 || colspan=2 style="text-align: center;" | 41,717 |- | 1982 || 46,105 || colspan=2 style="text-align: center;" | 41,489 || 3,743 || 873 |- | 1983 || 50,440 || colspan=2 style="text-align: center;" | 42,186 || 5,989 || 2,265 |- | 1984 || 50,826 || colspan=2 style="text-align: center;" | 42,197 || 6,174 || 2,455 |- | 1985 || 55,423 || colspan=2 style="text-align: center;" | 43,864 || 8,393 || 3,166 |- | 1986 || 55,943 || colspan=2 style="text-align: center;" | 44,230 || 8,525 || 3,188 |- | 1987 || 57,414 || 32,123 || 13,153 || 8,929 || 3,209 |- | 1988 || 64,351 || 36,299 || 14,792 || 9,677 || 3,583 |- | 1989 || 65,965 || 37,404 || 15,002 || 9,892 || 3,666 |- | 1990 || 72,173 || 41,341 || 16,064 || 10,678 || 4,089 |- | 1991 || 74,220 || 41,841 || 16,278 || 11,689 || 4,413 |- | 1992 || 73,060 || 40,655 || 16,161 || 11,837 || 4,408 |- | 1993 || 72,563 || 40,504 || - || 11,695 || 4,339 |- | 1994 || 68,248 || 38,907 || - || 11,763 || 4,267 |- | 1995 || 70,827 || 39,817 || - || 11,956 || 4,295 |- | 1996 || 72,948 || 40,973 || - || 12,165 || 4,354 |- | 1997 || 73,213 || 41,090 || - || 12,278 || 4,400 |- | 1998 || 71,019 || 39,407 || - || 12,071 || 4,589 || 795 |- | 1999 || 70,035 || 38,878 || - || 12,146 || 4,589 || 799 |- | 2000 || 71,153 || 39,670 || - || 12,297 || 4,575 || 806 |- | 2001 || 72,317 || 40,573 || - || 12,277 || 4,648 || 816 |- | 2002 || 71,538 || 39,589 || - || 12,802 || 4,661 || 813 |- | 2003 || 73,030 || 40,340 || - || 13,275 || 4,645 || 827 || 32 |- | 2004 || 74,670 || 41,556 || - || 13,356 || 4,233 || 802 || 410 |- | 2005 || 77,902 || 43,777 || - || 13,484 || 4,590 || 800 || 403 |- | 2006 || 79,440 || 44,487 || - || 13,884 || 4,675 || 816 || 414 |- | 2007 || 82,825 || 46,540 || - || 14,281 || 4,812 || 832 || 428 |- | 2008 || 81,659 || 46,044 || - || 13,779 || 4,704 || 820 || 425 |- | 2009 || 76,040 || 42,685 || - || 12,945 || 4,432 || 775 || 384 |- | 2010 || 77,426 || 43,741 || - || 12,594 || 4,303 || 753 || 489 |- | 2011 || - || 44,303 || - || - || - || - || - |- | 2012 || - || 46,930 || - || - || - || - || - |- | 2013 || 89,178 || 48,873 || - || 15,334 || 4,706 || 823 || 1,825 |- | 2014 || 91,021 || 50,134 || - || 15,130 || 4,830 || 1,039 || 1,863 |- | 2015 || 97,405 || 52,166 || - || 15,536 || 4,913 || 3,888 || 1,929 || 14 |- | 2016 || 98,592 || 52,909 || - || 15,918 || 4,941 || 3,712 || 1,852 || 306 |- | 2017 || 101,401 || 54,756 || - || 16,014 || 5,025 || 3,720 || 2,005 || 245 |- | 2018 || 103,653 || 56,277 || - || 16,224 || 5,125 || 3,807 || 2,032 || 266 |- | 2019 || 99,343 || 54,009 || - || 15,490 || 4,825 || 3,494 || 1,950 || 252 |- | 2020 || 34,815 || 18,199{{Dagger|sup=yes}} || 7,212 || 5,356 || 1,775 || 1,326 || 868{{Dagger|sup=yes}} || 79 |- | 2021 || {{Round|{{sum|25176|9119.319|6898.120|2393.158|1719.516|978.018|88.814}}|0}} || 25,176{{Dagger|sup=yes}} || 9,119 || 6,898 || 2,393 || 1,720 || 978 || 89 |- | 2022 || {{Round|{{sum|42418|15240.183|10979.748|3694.662|2873.510|1517.402|168.084}}|0}} || 42,418{{Dagger|sup=yes}} || 15,240 || 10,980 || 3,695 || 2,874 || 1,517 || 168 |- | 2023 || {{Round|{{sum|52751|18722.736|14407.462|4577.061|3610.142|1952.403|239.125}}|0}} || 52,751{{Dagger|sup=yes}} || 18,723 || 14,407 || 4,577 || 3,610 || 1,952 || 239 |- | 2024 || {{Round|{{sum|52751|19114.179|14989.300|5020.645|5262.356|2022.711|246.139}}|0}} || 55,210{{Dagger|sup=yes}} || 19,114 || 14,989 || 5,021 || 5,262 || 2,023 || 246 |} |}

== Future == === Speed increases === ====Tōhoku Shinkansen==== E5 series trains, capable of up to {{convert|320|km/h|mph|abbr=on|round=5}}, initially limited to {{convert|300|km/h|mph|0|abbr=on}}, were introduced on the Tōhoku Shinkansen in March 2011. Operation at the maximum speed of {{convert|320|km/h|mph|abbr=on|round=5}} between {{STN|Utsunomiya|x}} and {{STN|Morioka|x}} on this route commenced on 16 March 2013. It reduced the journey time to around 3 hours for trains from Tokyo to Shin-Aomori, a distance of {{convert|674|km|mi|abbr=on}}.

Extensive trials using the Fastech 360 test trains have shown that operation at {{convert|360|km/h|mph|0|abbr=on}} is not feasible because of problems of noise pollution (particularly tunnel boom), overhead wire wear, and braking distances. On 30 October 2012, JR East announced that it was pursuing research and development to increase speeds to {{convert|360|km/h|mph|0|abbr=on}} on the Tohoku Shinkansen by 2020.<ref name="jreast20121030">{{cite web |date=30 October 2012 |script-title=ja:グループ経営構想V |trans-title=Group Business Vision V |url=http://www.jreast.co.jp/press/2012/20121013.pdf |archive-url=https://web.archive.org/web/20121202011722/http://www.jreast.co.jp/press/2012/20121013.pdf |archive-date=2 December 2012 |access-date=17 November 2012 |publisher=East Japan Railway Company |page=5 |language=ja |location=Japan}}</ref> The ALFA-X is undergoing testing.

====Hokkaido Shinkansen==== Upon commencement of services in 2016, the maximum speed on the approximately {{convert|82|km|mi|abbr=on}} dual gauge section of the Hokkaido Shinkansen (including through the Seikan Tunnel) was {{convert|140|km/h|mph|round=5|abbr=on}}, which was increased to {{convert|160|km/h|mph|round=5|abbr=on}} by March 2019.<ref name="saves3mins">{{Cite web |date=31 March 2021 |title=Seikan tunnel Shinkansen speed-up saves 3 min |url=https://www.railwaygazette.com/high-speed/seikan-tunnel-shinkansen-speed-up-saves-3-min/58804.article |url-access=subscription |url-status=live |archive-url=https://web.archive.org/web/20210919081124/https://www.railwaygazette.com/high-speed/seikan-tunnel-shinkansen-speed-up-saves-3-min/58804.article |archive-date=19 September 2021 |access-date=5 March 2022 |website=Railway Gazette International}}</ref> There are approximately 50 freight trains using the dual gauge section each day, so limiting the travel of such trains to times outside of Shinkansen services is not an option. Because of this and other weather-related factors cited by JR East and JR Hokkaido, the fastest journey time between Tokyo and Shin-Hakodate-Hokuto is 3 hours, 57 minutes.

During the 2020–21 New Year Holiday period, certain Shinkansen services were operated at {{convert|210|km/h|mph|round=5|abbr=on}} on the dual gauge section and was proposed again for the Golden Week Holiday period from 3–6 May 2021, due to fewer freight trains operating.<ref name="saves3mins" />

To achieve the full benefit of Shinkansen trains travelling on the dual gauge section at {{convert|260|km/h|mph|round=5|abbr=on}} (the maximum speed proposed through the tunnel), alternatives are being considered, such as a system to automatically slow Shinkansen trains to {{convert|200|km/h|mph|round=5|abbr=on}} when passing narrow-gauge trains, and/or loading freight trains onto special "Train on Train" standard-gauge trains (akin to a covered piggyback flatcar train) built to withstand the shock wave of oncoming Shinkansen trains traveling at full speed. This would enable a travel time from Tokyo to Shin-Hakodate-Hokuto of 3 hours and 45 minutes, a saving of 12 minutes.

=== Hokuriku extension === {{Further|Hokuriku Shinkansen#Future plans}}[[File:Fukui-C-3082.jpg|thumb|Construction of the Hokuriku Shinkansen in Fukui]] The Hokuriku Shinkansen was extended from Kanazawa to Tsuruga on 16 March 2024.<ref>{{cite web |date=18 March 2024 |title=Tsuruga joined to Shinkansen network |url=https://www.railwaygazette.com/high-speed/tsuruga-joined-to-shinkansen-network/66140.article?ID=z9xqh~9jrfnt~q9qqr~W4ik~Ky0gk |archive-url=https://web.archive.org/web/20250215090159/https://www.railwaygazette.com/high-speed/tsuruga-joined-to-shinkansen-network/66140.article?ID=z9xqh~9jrfnt~q9qqr~W4ik~Ky0gk&utm_campaign=RG-WEEKLY-Hitachi-220324-DE&utm_medium=email&utm_source=email&utm_content=newsletter |archive-date=15 February 2025 |access-date=21 November 2025 |website=Railway Gazette International}}</ref>

There are further plans to extend the line from Tsuruga to Osaka, with the Obama-Kyoto route chosen by the government on 20 December 2016,<ref name="railwaygazette.com">{{cite web |title=Hokuriku extension route agreed |url=http://www.railwaygazette.com/news/infrastructure/single-view/view/hokuriku-extension-route-agreed.html |url-access=subscription |url-status=live |archive-url=https://web.archive.org/web/20210516032820/https://www.railwaygazette.com/high-speed/hokuriku-extension-route-agreed/43741.article |archive-date=16 May 2021 |access-date=10 July 2022 |work=Railway Gazette}}</ref> after a government committee investigated the five nominated routes.<ref name="Nikkei 2016">{{Cite web |date=15 March 2016 |title=Japan's newest bullet train line has busy first year |url=https://asia.nikkei.com/Politics-Economy/Economy/Japan-s-newest-bullet-train-line-has-busy-first-year |url-status=live |archive-url=https://web.archive.org/web/20220305141940/https://asia.nikkei.com/Politics-Economy/Economy/Japan-s-newest-bullet-train-line-has-busy-first-year |archive-date=5 March 2022 |access-date=5 March 2022 |website=Nikkei}}</ref>

Construction of the extension beyond Tsuruga is not expected to commence before 2030, with a projected 15-year construction period. On 6 March 2017 the government committee announced the chosen route from Kyoto to Shin-Osaka is to be via Kyotanabe, with a station at {{STN|Matsuiyamate|x}} on the Katamachi Line.<ref>{{cite web |last=京都新聞 |title=北陸新幹線新駅「松井山手」検討 京都-新大阪南回り案 |trans-title=Hokuriku Shinkansen new station "Matsui Yamate" study Kyoto-Shin-Osaka southbound plan |url=http://www.kyoto-np.co.jp/top/article/20170307000013 |archive-url=https://web.archive.org/web/20170307023530/http://www.kyoto-np.co.jp/top/article/20170307000013 |archive-date=7 March 2017 |access-date=11 March 2017 |website=Kyoto-np.co.jp |language=ja}}</ref><ref>{{cite web |last=日本テレビ |title=北陸新幹線"京田辺市ルート"最終調整へ |trans-title=To the final adjustment of the Hokuriku Shinkansen "Kyotanabe City Route" |url=https://www.news24.jp/articles/2017/03/06/04355784.html |archive-url=https://web.archive.org/web/20210512121232/https://www.news24.jp/articles/2017/03/06/04355784.html |archive-date=12 May 2021 |access-date=11 July 2022 |website=news24.jp |language=ja}}</ref>

==== Abandoned interim Gauge Change plans ==== To extend the benefits of the Hokuriku Shinkansen to stations west of Tsuruga before the line to Osaka is completed, JR West was working in partnership with Talgo on the development of a Gauge Change Train (CGT) capable of operating under both the 25&nbsp;kV AC electrification used on the Shinkansen and the 1.5&nbsp;kV DC system employed on conventional lines. A trial of the proposed bogie was undertaken on a purpose-built {{convert|180|m|ft|abbr=on}} gauge-changer at Tsuruga, but it was unsuccessful and the plans were abandoned.<ref>{{cite web |last=Barrow |first=Keith |date=7 August 2015 |title=Talks begin on Hokuriku Shinkansen extension |url=http://www.railjournal.com/index.php/high-speed/talks-begin-on-hokuriku-shinkansen-extension.html?channel=523+*+* |archive-url=https://web.archive.org/web/20170916225223/http://www.railjournal.com/index.php/high-speed/talks-begin-on-hokuriku-shinkansen-extension.html?channel=523+%2A+* |archive-date=16 September 2017 |access-date=11 July 2022 |website=railjournal.com}}</ref>

=== Tohoku extension/Hokkaido Shinkansen === The Hokkaido Shinkansen forms an extension of the Tohoku Shinkansen north of {{STN|Shin-Aomori|x}} to Shin-Hakodate-Hokuto Station (north of the Hokkaido city of Hakodate) through the Seikan Tunnel, which was converted to dual gauge as part of the project, opening in March 2016.

JR Hokkaido is extending the Hokkaido Shinkansen from Shin-Hakodate-Hokuto to {{STN|Sapporo|x}} to open by 2038. The {{convert|211.3|km|mi||abbr=on}} extension will be approximately 76% in tunnels, including major tunnels such as Toshima (~{{convert|32.675|km|mi||abbr=on}}) Oshima (~{{convert|26.5|km|mi||abbr=on}}), Teine (~{{convert|26.5|km|mi||abbr=on}}) and Shiribeshi (~{{convert|18|km|mi||abbr=on}}).<ref>{{cite web |title=今回の認可対象区間 概要図 |trans-title=Outline map of the section subject to this approval |url=http://www.mlit.go.jp/common/000215188.pdf |archive-url=https://web.archive.org/web/20220709093503/https://www.mlit.go.jp/common/000215188.pdf |archive-date=9 July 2022 |access-date=4 March 2022 |website=mlit.go.jp |language=Ja}}</ref>

Although an extension from Sapporo to Asahikawa was included in the 1973 list of planned lines, at this time it is unknown whether the Hokkaido Shinkansen will be extended beyond Sapporo.

=== Nishi Kyushu Shinkansen === {{Main|Nishi Kyushu Shinkansen}}

JR Kyushu opened the Nishi Kyushu Shinkansen from {{STN|Takeo-Onsen|x}} to {{STN|Nagasaki|x}} (built to full Shinkansen standard) on 23 September 2022, with the existing narrow-gauge section between Shin-Tosu and Takeo Onsen proposed to be upgraded as part of this project.

This proposal initially involved introducing Gauge Change Trains (GCT) travelling from Hakata to Shin-Tosu ({{convert|26.3|km|mi|abbr=on}}) on the existing Kyushu Shinkansen line, then passing through a specific gauge changing (standard to narrow) section of track linking to the existing Nagasaki Main Line, along which it would travel to Hizen Yamaguchi ({{convert|37.6|km|mi|abbr=on}}), then onto the Sasebo Line to Takeo-Onsen ({{convert|13.7|km|mi|abbr=on}}), where another gauge changing section (narrow to standard) would lead onto the final Shinkansen line to Nagasaki ({{convert|66|km|mi|abbr=on}}). However, significant technical issues with the axles of the GCT resulted in its cancellation.

On 28 October 2020, JR Kyushu announced it would utilize a 6-car version of the N700S for the isolated Shinkansen section from Nagasaki, with 'cross platform' change to a relay service at Takeo Onsen station to connect to Hakata.<ref name="Railway Gazette International">{{Cite web |title=Shorter N700S to serve Nagasaki |url=https://www.railwaygazette.com/high-speed/shorter-n700s-to-serve-nagasaki/57681.article |url-access=subscription |url-status=live |archive-url=https://web.archive.org/web/20210628222520/https://www.railwaygazette.com/high-speed/shorter-n700s-to-serve-nagasaki/57681.article |archive-date=28 June 2021 |access-date=5 March 2022 |website=Railway Gazette International}}</ref> JR Kyushu also announced the service would continue to use the name 'Kamome' for the Hakata-Nagasaki service, which has been in use since 1961.<ref name="kamome_selection">{{cite web |title=2022年度秋頃に西九州新幹線が開業します!列車名「かもめ」 |trans-title=The West Kyushu Shinkansen will open in the fall of 2022! Train name "Kamome" |url=https://www.jrkyushu.co.jp/train/nishikyushu/ |url-status=live |archive-url=https://web.archive.org/web/20220610210357/https://www.jrkyushu.co.jp/train/nishikyushu/ |archive-date=10 June 2022 |access-date=4 August 2021 |website=jrkyushu.co.jp |language=ja}}</ref>

The Shinkansen line shortens the distance between Hakata and Nagasaki by 6.2% ({{convert|9.6|km|mi|abbr=on}}), and while only 64% of the route is built to full Shinkansen standards, it eliminated the slowest sections of the previous narrow-gauge route.

As part of the GCT proposal, the {{convert|12.8|km|mi|abbr=on}} section of single track between Hizen Yamaguchi and Takeo Onsen was proposed to be duplicated. However, due to the issues with the development of the GCT, the proposal did not advance.

The initial section between Nagasaki and Takeo Onsen opened on 23 September 2022.<ref>{{Cite press release |title=九州新幹線の開業日について |date=22 February 2022 |publisher=九州旅客鉄道 |url=https://www.jrkyushu.co.jp/news/__icsFiles/afieldfile/2022/02/22/220222_nishikyushu_kaigyoubi.pdf |language=Japanese |access-date=22 February 2022 |archive-url=https://web.archive.org/web/20220222054752/https://www.jrkyushu.co.jp/news/__icsFiles/afieldfile/2022/02/22/220222_nishikyushu_kaigyoubi.pdf |archive-date=22 February 2022 |trans-title=Opening date of the Nishi Kyusyu Shinkansen}}</ref>

=== Maglev (''Chūō Shinkansen'') === Maglev trains have been undertaking test runs on the Yamanashi test track since 1997, running at speeds of over {{convert|500|km/h|abbr=on}}. As a result of this extensive testing, maglev technology is almost ready for public usage.<ref name="maglev">{{cite web |title=Promoting the Tokaido Shinkansen Bypass by the Superconducting Maglev system |url=http://english.jr-central.co.jp/company/ir/annualreport/_pdf/annualreport2010-05.pdf |archive-url=https://web.archive.org/web/20110715113749/http://english.jr-central.co.jp/company/ir/annualreport/_pdf/annualreport2010-05.pdf |archive-date=15 July 2011 |access-date=30 April 2011 |publisher=english.jr-central.co.jp}}</ref> An extension of the test track from {{convert|18.4|to|42.8|km|mi|abbr=on}} was completed in June 2013, enabling extended high-speed running trials to commence in August 2013. This section will be incorporated into the Chūō Shinkansen which will eventually link Tokyo to Osaka. Construction of the Shinagawa to Nagoya section began in 2014, with 86% of the {{convert|286|km|mi|abbr=on}} route to be in tunnels. Plans were approved in 2017 for the Chūō Shinkansen to begin at Tokyo Station, rather than Shinagawa Station as initially planned due to difficulties in securing land.<ref>{{Cite web |date=15 November 2019 |title=Chūō Shinkansen: Tokyo to Osaka by Maglev |url=https://www.jrailpass.com/blog/chuo-shinkansen-maglev |access-date=6 July 2023 |website=Japan Rail Pass Travel Blog |language=en}}</ref>

JR Central originally aimed to begin commercial service between Tokyo and Nagoya in 2027. However, in 2024, Central Japan Railway Co President Shunsuke Niwa said that due to construction delays a 2027 opening was now impossible and it is not expected to open until at least 2034.<ref name="Japan Today-2024" /><ref name="Kyodo News 2024" />

Following the shortest route (through the Japanese Alps), JR Central estimates that it will take 40 minutes to run from Shinagawa to Nagoya. The planned travel time from Shinagawa to Shin-Osaka is 1 hour 7 minutes. The Tokaido Shinkansen {{as of|2010|lc=y}} had a minimum connection time of 2 hours 19 minutes.<ref>{{cite news |date=28 October 2010 |title=Maglev car design unveiled |url=https://www.japantimes.co.jp/news/2010/10/28/business/maglev-car-design-unveiled/ |archive-url=https://web.archive.org/web/20190108044409/https://www.japantimes.co.jp/news/2010/10/28/business/maglev-car-design-unveiled/ |archive-date=8 January 2019 |access-date=11 July 2022 |work=The Japan Times}}</ref>

While the government has granted approval<ref>{{cite news |date=16 December 2010 |title=Most direct line for maglev gets panel OK |url=https://www.japantimes.co.jp/news/2010/12/16/business/most-direct-line-for-maglev-gets-panel-ok/ |archive-url=https://web.archive.org/web/20190108043936/https://www.japantimes.co.jp/news/2010/12/16/business/most-direct-line-for-maglev-gets-panel-ok/ |archive-date=8 January 2019 |access-date=16 December 2010 |work=The Japan Times}}</ref> for the shortest route between Tokyo and Nagoya, some prefectural governments, particularly Nagano, lobbied to have the line routed farther north to serve the city of Chino and either Ina or {{STN|Kiso-Fukushima|x}}. However, that would increase both the travel time (from Tokyo to Nagoya) and the cost of construction.<ref>{{cite news |date=21 October 2008 |title=LDP OKs maglev line selections |url=https://www.japantimes.co.jp/news/2008/10/22/business/ldp-oks-maglev-line-selections/ |archive-url=https://web.archive.org/web/20180107175042/https://www.japantimes.co.jp/news/2008/10/22/business/ldp-oks-maglev-line-selections/ |archive-date=7 January 2018 |access-date=11 July 2022 |work=The Japan Times}}</ref> JR Central has confirmed it will construct the line through Kanagawa Prefecture, and terminate at Shinagawa Station.

The route for the Nagoya to Osaka section is also contested. It is planned to go via Nara, about {{convert|40|km|mi||abbr=on}} south of Kyoto. Kyoto is lobbying to have the route moved north and be largely aligned with the existing Tokaido Shinkansen, which services Kyoto and not Nara.<ref>{{cite news |date=3 May 2012 |title=Economy, prestige at stake in Kyoto-Nara maglev battle |url=https://www.japantimes.co.jp/news/2012/05/03/national/economy-prestige-at-stake-in-kyoto-nara-maglev-battle/ |archive-url=https://web.archive.org/web/20190108060652/https://www.japantimes.co.jp/news/2012/05/03/national/economy-prestige-at-stake-in-kyoto-nara-maglev-battle/ |archive-date=8 January 2019 |access-date=3 May 2012 |work=The Japan Times}}</ref>

=== Mini-Shinkansen === {{Nihongo|Mini-shinkansen|ミニ新幹線}} is the name given to the routes where former narrow-gauge lines have been converted to standard gauge to allow Shinkansen trains to travel to cities without the expense of constructing full Shinkansen standard lines.

Two mini-shinkansen routes have been constructed: the Yamagata Shinkansen and Akita Shinkansen. Shinkansen services to these lines traverse the Tohoku Shinkansen line from Tokyo before branching off to traditional main lines. On both the Yamagata/Shinjo and Akita lines, the narrow-gauge lines were regauged, resulting in the local services being operated by standard-gauge versions of {{Track gauge|1,067mm}} suburban/interurban rolling stock. On the Akita line between Omagari and Akita, one of the two narrow-gauge lines was regauged, and a section of the remaining narrow-gauge line is dual gauge, providing opportunity for Shinkansen services to pass each other without stopping.

The maximum speed on these lines is {{convert|130|km/h|mph|abbr=on}}, however the overall travel time to/from Tokyo is improved due to the elimination of the need for passengers to change trains at Fukushima and Morioka respectively.

As the loading gauge (size of the train that can travel on a line) was not altered when the rail gauge was widened, only Shinkansen trains specially built for these routes can travel on the lines. They are the E3 and E6 series trains.

Whilst no further Mini-shinkansen routes have been proposed, it remains an option for providing Shinkansen services to cities on the narrow-gauge network.{{Citation needed|date=May 2025}}

====Proposed Ou Base Tunnel==== Construction of a base tunnel on the Yamagata Shinkansen is proposed, with JR East having undertaken a survey of a planned route from Niwasaka to Sekine, just south of Yonezawa station.<ref>{{Cite web |date=7 November 2022 |title=Yamagata mini-Shinkansen base tunnel proposal makes progress |url=https://www.railwaygazette.com/infrastructure/yamagata-mini-shinkansen-base-tunnel-proposal-makes-progress/62884.article |url-access=subscription |access-date=12 November 2022 |website=Railway Gazette International}}</ref> {{convert|23.1|km|mi|abbr=on}} of the proposed {{convert|24.9|km|mi|abbr=on}} line would be in tunnel, mostly to the north of the existing {{convert|88|km|mi|abbr=on}} Fukushima – Yamagata section. To be built on an improved alignment, the tunnel would lower journey times between Fukushima and Yamagata by ~10 min due to a proposed line speed of up to 200&nbsp;km/h.

The tunnel would avoid the Itaya Toge pass through the Ōu Mountains west of Fukushima. Gradients range from 3.0% to 3.8% and the line reaches an altitude of {{convert|548|m|ft|abbr=on}}. The curvature and steep grades of the current line limit train speeds to {{convert|55|km/h|mph|abbr=on}} or less, and it is vulnerable to heavy rain and snowfall as well as high winds. Between 2011 and 2017 a total of 410 Yamagata mini-Shinkansen services were either suspended or delayed, and 40% of these incidents occurred on the line over the Itaya Toge pass.

If the {{Yen|150 billion}} base tunnel is authorised, detailed design would take five years and construction another 15 years. The cost could increase by {{Yen|12 billion}} if the tunnel were to be built with a cross-section large enough to permit the line to be upgraded to the full Shinkansen loading gauge.

=== Gauge Change Train === {{Main|Gauge Change Train}}

This is the name for the concept of using a single train that is designed to travel on both {{RailGauge|1067mm}} narrow-gauge railway lines and the {{RailGauge|1435mm}} standard gauge used by Shinkansen train services in Japan. The trucks/bogies of the Gauge Change Train (GCT) allow the wheels to be unlocked from the axles, narrowed or widened as necessary, and then relocked. This allows a GCT to traverse both standard-gauge and narrow-gauge tracks without the expense of regauging lines.

Three test trains were constructed, with the second set having completed reliability trials on the Yosan Line east of Matsuyama (in Shikoku) in September 2013. The third set was undertaking gauge changing trials at Shin-Yatsushiro Station (on Kyushu), commencing in 2014 for a proposed three-year period, however testing was suspended in December 2014 after accumulating approximating {{convert|33,000|km|mi|abbr=on}}, following the discovery of defective thrust bearing oil seals on the bogies.<ref name="mynavi20141224">{{cite web |date=24 December 2014 |script-title=ja:九州新幹線のフリーゲージトレイン、欠損が見つかり耐久走行試験を一時休止 |trans-title=Kyushu Shinkansen Free Gauge Train endurance testing suspended following discovery of defects |url=https://news.mynavi.jp/news/2014/12/24/335/ |archive-url=https://web.archive.org/web/20211227101301/https://news.mynavi.jp/article/20141224-a335/ |archive-date=27 December 2021 |access-date=11 July 2022 |work=Mynavi News |publisher=Mynavi Corporation |language=ja |location=Japan}}</ref> The train was being trialled between Kumamoto, travelling on the narrow-gauge line to Shin-Yatsushiro, where a gauge changer was installed, so the GCT could be trialled on the Shinkansen line to Kagoshima. It was anticipated the train would travel approximately {{convert|600,000|km|mi|abbr=on}} over the three-year trial.

A new "full standard" Shinkansen line was opened in 2022 from Takeo Onsen to {{STN|Nagasaki|x}}, with the Shin-Tosu – Takeo Onsen section of the Nishi Kyushu Shinkansen remaining narrow gauge. GCTs were proposed to provide Shinkansen service from the line's opening, however with the GCT being cancelled, JR Kyushu announced it would provide an interim 'relay' service.<ref name="Railway Gazette International" />

There are currently no further proposals for use of the GCT, nor any development work on it.

== Competition with air == Compared with air transport, the Shinkansen has several advantages, including scheduling frequency and flexibility, punctual operation, comfortable seats, lower carbon emissions, and convenient city-centre terminals.

Shinkansen fares are generally competitive with domestic air fares. From a speed and convenience perspective, the Shinkansen's market share has surpassed that of air travel for journeys of less than {{convert|750|km|mi|abbr=on}}, while air and rail remain highly competitive with each other in the {{convert|800|–|900|km|mi|abbr=on}} range and air has a higher market share for journeys of more than {{convert|1,000|km|mi|abbr=on}}.<ref>{{cite web |last1=Shiomi |first1=Eiji |title=Do Faster Trains Challenge Air Carriers? |url=http://www.jrtr.net/jrtr19/F04_Shiomi.html |archive-url=https://web.archive.org/web/20150930083648/http://www.jrtr.net/jrtr19/F04_Shiomi.html |archive-date=30 September 2015 |access-date=7 August 2015 |website=Japan Railway & Transport Review}}</ref>

During snowy weather, the Shinkansen is known to face fewer delays compared to air travel due to snow. One study done in 2016 concluded that the Tohoku Shinkansen between Tokyo and Aomori had substantially fewer days with delays longer than 30 minutes compared to air travel.<ref name="Kojima 2017">{{Cite journal |last=Kojima |first=Yasuhiro |date=2017 |title=The impact of new Shinkansen lines (Tohoku Shinkansen (Hachinohe – Shin-Aomori) and Kyusyu Shinkansen (Hakata – Shin-Yatsushiro)) |journal=Transportation Research Procedia |volume=25 |pages=344–357 |doi=10.1016/j.trpro.2017.05.412 |doi-access=free}}</ref> * Tokyo – Nagoya ({{convert|342|km|mi|disp=semicolon|abbr=on}}), Tokyo – Sendai ({{convert|325|km|mi|disp=semicolon|abbr=on}}), Tokyo – Hanamaki (Morioka) ({{convert|496|km|mi|disp=semicolon|abbr=on}}), Tokyo – Niigata ({{convert|300|km|mi|disp=semicolon|abbr=on}}): There were air services between these cities, but they were withdrawn after Shinkansen services started. Shinkansen runs between these cities in about two hours or less. * Tokyo – Osaka ({{convert|515|km|mi|disp=semicolon|abbr=on}}): The Shinkansen is dominant because of fast (2 hours 22 minutes) and frequent service (up to 17 trains per hour spaced 3 minutes apart during peak season, including 12 ''Nozomi'' services<ref>{{cite news |date=11 August 2023 |title=東海道新幹線が史上最多の1日471本を運行 最高速度285キロに統一後、3年半越しに...「のぞみ12本ダイヤ」をフル稼働 |trans-title=The Tokaido Shinkansen operates a record 471 trains per day, the first time in three and a half years since the maximum speed was standardized to 285 km/h. The "12 Nozomi trains" schedule is now fully operational. |url=https://newsdig.tbs.co.jp/articles/cbc/656059 |archive-url=https://web.archive.org/web/20250223112031/https://newsdig.tbs.co.jp/articles/cbc/656059?display=1 |archive-date=23 February 2025 |work=CBC newsX |language=ja}}</ref>), holding around an 85% vs 15% lead in market share against air travel.<ref>{{cite report |url=https://www.anahd.co.jp/group/ari/human/report/pdf/report-2016-01.pdf |title=新幹線と航空の競合関係の推移と訪日外国人(インバウンド)増加の与える影響について |trans-title=Changes in the competitive relationship between the Shinkansen and airlines and the impact of the increase in inbound tourists to Japan |last=Nishimura |first=Takeshi |date=10 January 2016 |publisher=All Nippon Airways Strategic Research Institute |language=ja |archive-url=https://web.archive.org/web/20221019163017/https://www.anahd.co.jp/group/ari/human/report/pdf/report-2016-01.pdf |archive-date=19 October 2022}}</ref><ref>{{cite web |title=マーケットエリアの特徴・輸送力 |trans-title=マーケットエリアの特徴・輸送力 |url=https://company.jr-central.co.jp/company/about/market.html |access-date=27 November 2025 |publisher=JR Central |language=ja}}</ref> * Tokyo – Okayama ({{convert|676|km|mi|disp=semicolon|abbr=on}}), Tokyo – Hiroshima ({{convert|821|km|mi|disp=semicolon|abbr=on}}): Shinkansen is reported to have increased its market share from ~40% to ~60% over the last decade.<ref name="asia.nikkei.com">{{cite web |date=25 November 2013 |title=Japanese airlines facing threat from below- Nikkei Asian Review |url=http://asia.nikkei.com/Business/Trends/Japanese-airlines-facing-threat-from-below |archive-url=https://web.archive.org/web/20140301141326/http://asia.nikkei.com/Business/Trends/Japanese-airlines-facing-threat-from-below |archive-date=1 March 2014 |access-date=7 February 2014 |work=Nikkei Asian Review |publisher=Asia.nikkei.com}}</ref> The Shinkansen takes about three to four hours and there are ''Nozomi'' trains every 30 minutes, but airlines may provide cheaper fares, attracting price-conscious passengers. * Tokyo – Fukuoka ({{convert|1,069|km|mi|disp=semicolon|abbr=on}}): The Shinkansen takes about five hours on the fastest ''Nozomi'', and discount carriers have made air travel far cheaper, so most people choose air. Additionally, unlike many cities, there is very little convenience advantage for the location of the Shinkansen stations of the two cities as Fukuoka Airport is located near the central Tenjin district, and the Fukuoka City Subway's Airport Line connects the Airport and Tenjin via Hakata Station and Haneda Airport is similarly conveniently located. * Osaka – Fukuoka ({{convert|554|km|mi|disp=semicolon|abbr=on}}): The Shinkansen dominates with approximately 85% market share against air travel between the Keihanshin area and Fukuoka.<ref>{{cite report |title=JR West Group Fact Sheets 2025 |author=<!-- not stated --> |year=2025 |publisher=JR West |language=ja |section=山陽新幹線・航空機との競合 |trans-section=San'yō Shinkansen: Competition against airplanes |section-url=https://www.westjr.co.jp/company/ir/library/fact/pdf/2025/fact07.pdf}}</ref> From Shin-Osaka, ''Nozomi'' and ''Mizuho'' services take about two and a half hours, and the JR West ''Hikari Rail Star'' or JR West/JR Kyushu ''Sakura'' trains operate twice an hour, taking about 2 hours and 40 minutes between the two cities. * Tokyo – Aomori ({{convert|675|km|mi|disp=semicolon|abbr=on}}): The fastest Shinkansen service between these cities is 3 hours. JAL is reported to have reduced the size of planes servicing this route since the Shinkansen extension opened in 2010.<ref name="asia.nikkei.com" /> * Tokyo – Hokuriku ({{convert|345|km|mi|disp=semicolon|abbr=on}}): The fastest Shinkansen service between these areas is 2{{frac|1|2}} hours. ANA is reported to have reduced the number of services from Tokyo to Kanazawa and Toyama from 6 to 4 per day since the Shinkansen extension opened in 2015. The share of passengers travelling this route by air is reported to have dropped from 40% to 10% in the same period.<ref name="Nikkei 2016" />

== Outside Japan == [[File:THSR 700T TR17 20130907.jpg|thumb|Shinkansen 700T train on a test run on the Taiwan High Speed Rail in September 2013]] [[File:CRH2A-4028 at Pearl River West Bridge (20180924125904).jpg|thumb|China Railway CRH2 based on the E2 Series Shinkansen, September 2018]] [[File:Unit 395008 at Ebbsfleet International.JPG|thumb|British Rail Class 395 in the United Kingdom, September 2009]]

Railways using Shinkansen technology are not limited to those in Japan.

===Existing===

==== Taiwan ==== The 700T Series, operated by Taiwan High Speed Rail, is the first operational Shinkansen type exported outside Japan. Based on the 700 series, they were built by Kawasaki Heavy Industries and are operated as 12-car sets. They first entered service in January 2007, with a maximum speed of {{convert|300|km/h|mph|abbr=on}}.

A 0 Series Shinkansen front car which was used in Taiwan for testing is on display at Tainan HSR station.

==== China ==== The China Railway CRH2 is based on the E2-1000 series design. The trains are built by CSR Sifang Loco & Rolling stocks corporation under a license purchased in 2004 from a consortium formed of Kawasaki Heavy Industries, Mitsubishi Electric Corporation, and Hitachi. Trial services started in January 2007.

==== United Kingdom ==== The British Rail Class 395, operated by Southeastern, incorporates technology from the 400 Series Shinkansen.<ref>{{cite news |date=1 December 2004 |title=Hitachi preferred for CTRL domestic trains |url=http://www.railwaygazette.com/news/single-view/view//hitachi-preferred-for-ctrl-domestic-trains.html |archive-url=https://web.archive.org/web/20121004195758/http://www.railwaygazette.com/news/single-view/view/hitachi-preferred-for-ctrl-domestic-trains.html |archive-date=4 October 2012 |access-date=18 July 2009 |work=Railway Gazette International |publisher=DVV Media International |location=Sutton}}</ref> Part of the Hitachi A-Train AT300 InterCity family, twenty nine sets were ordered from Hitachi for commuter services on the High Speed 1 line. The trains entered service from June 2009 and operate at a maximum speed of 140&nbsp;mph (225&nbsp;km/h).<ref name="HRAT">{{Cite web |title=Intercity Trains {{!}} Intercity Rail Solutions {{!}} Hitachi Rail |url=https://www.hitachirail.com/products-and-solutions/rolling-stock/intercity-trains/ |access-date=28 June 2025 |website=www.hitachirail.com}}</ref><ref>{{Cite web |title=Sent from Kent with a real team effort |url=https://www.railmagazine.com/trains/current-trains/sent-from-kent-with-a-real-team-effort |access-date=11 October 2024 |website=www.railmagazine.com |language=en}}</ref>

A retired 0 Series Shinkansen front car was donated to the National Railway Museum, in 2000.<ref>{{Cite web |title=Shinkansen: High-speed revolution |url=https://www.railwaymuseum.org.uk/whats-on/shinkansen-high-speed-revolution |website=National Railway Museum}}</ref>

===Under construction=== ==== India ==== {{main|Mumbai–Ahmedabad high-speed rail corridor}}

In December 2015, India and Japan signed an agreement for the construction of India's first high speed rail link connecting Mumbai to Ahmedabad, the intention being to initially operate imported E5 Series Shinkansen sets on the line. To be funded primarily through Japanese soft loans, the link was expected to cost up to US$18.6 billion and operational by 2024.<ref>{{cite web |last=Jha |first=Srinand |date=13 December 2015 |title=India bites the $18.6 billion high speed bullet |url=https://www.hindustantimes.com/india/india-bites-the-18-6-billion-high-speed-bullet/story-pLq1MHnB98MFbicQJOlFGJ.html |archive-url=https://web.archive.org/web/20220709034517/https://www.hindustantimes.com/india/india-bites-the-18-6-billion-high-speed-bullet/story-pLq1MHnB98MFbicQJOlFGJ.html |archive-date=9 July 2022 |access-date=11 July 2022 |work=Hindustan Times}}</ref><ref>{{cite periodical |title=India and Japan sign high speed rail memorandum |url=http://www.railwaygazette.com/news/single-view/view/india-and-japan-sign-high-speed-rail-memorandum.html |url-access=subscription |archive-url=https://web.archive.org/web/20210515220129/https://www.railwaygazette.com/india-and-japan-sign-high-speed-rail-memorandum/41785.article |archive-date=15 May 2021 |access-date=11 July 2022 |periodical=Railway Gazette}}</ref> The project has been delayed by several years, and forecast costs have risen. A tender for 24 modified E5 sets was issued in 2023, though the resulting offers were not taken up by India, who now desire E10 sets, for delivery in the 2030s.<ref>{{Cite web |date=15 April 2025 |title=Japan to give India E5 and E3 shinkansen for free |url=https://www.japantimes.co.jp/business/2025/04/15/companies/india-high-speed-railway-shinkansen/ |access-date=10 July 2025 |website=The Japan Times |language=en}}</ref><ref>{{Cite web |date=Sep 2024 |title=First bullet train will arrive from Japan in 2 years |url=https://www.hindustantimes.com/cities/mumbai-news/first-bullet-train-will-arrive-from-japan-in-2-years-101726945881769.html |website=Hindustani Times}}</ref> The Japanese Government agreed to gift one end of life E3 and E5 sets in 2025, with delivery in 2026.<ref>{{Cite web |last=Chowdhury |first=Devadeep |date=24 April 2025 |title=India's Quest for a Bullet Train: Where It Stands Now {{!}} JAPAN Forward |url=https://japan-forward.com/indias-quest-for-a-bullet-train-where-it-stands-now/ |access-date=10 July 2025 |website=japan-forward.com |language=en-US}}</ref>

===Under negotiation=== ==== United States ==== In 2014, it was announced that Texas Central Railway would build a ~{{convert|300|mi|km|abbr=on|round=}} long line using the N700 series rolling stock.<ref>{{cite news |last=Dixon |first=Scott |date=2 August 2014 |title=Texas to get shinkansen system |url=https://www.japantimes.co.jp/news/2014/08/02/business/economy-business/private-u-s-railway-wants-bullet-train-line-for-texas-by-2021/ |archive-url=https://web.archive.org/web/20220127044812/https://www.japantimes.co.jp/news/2014/08/02/business/economy-business/private-u-s-railway-wants-bullet-train-line-for-texas-by-2021/ |archive-date=27 January 2022 |access-date=16 September 2017 |newspaper=Japan Times Online}}</ref> The trains are proposed to operate at over {{convert|320|km/h|mph|abbr=on|round=5}}.<ref>{{cite web |date=28 October 2015 |title=Learn the Facts – Texas Central |url=https://www.texascentral.com/facts/ |url-status=live |archive-url=https://web.archive.org/web/20220519153146/https://www.texascentral.com/facts/ |archive-date=19 May 2022 |access-date=11 July 2022 |website=texascentral.com}}</ref>

===Proposed subject to funding===

====Thailand==== {{Update section|date=December 2022}} Japan will provide Shinkansen technology for a high-speed rail link between Bangkok and Chiang Mai under an agreement reached with Thailand on 27 May 2015. Total project costs are estimated in excess of 1 trillion yen ($8.1 billion). Several hurdles remain, however, including securing the funding.<ref>{{cite web |author=Yo Noguchi |date=28 May 2015 |title=Japan to provide Shinkansen technology to Thailand |url=http://ajw.asahi.com/article/business/AJ201505280053 |archive-url=https://web.archive.org/web/20150930210326/http://ajw.asahi.com/article/business/AJ201505280053 |archive-date=30 September 2015 |access-date=12 October 2015 |publisher=The Asahi Shimbun}}</ref>

===Potential opportunities=== ==== Australia ==== A private organization dedicated to aiding the Australian Government in delivering high speed rail, Consolidated Land and Rail Australia, has considered purchasing Shinkansen technology or SC Maglev rolling stock for a potential Melbourne-Canberra-Sydney-Brisbane line.<ref>{{cite web |title=Consolidated Land and Rail Australia Pty Ltd |url=http://www.clara.com.au/high-speed-rail.html |archive-url=https://web.archive.org/web/20180828073125/http://www.clara.com.au/high-speed-rail.html |archive-date=28 August 2018 |access-date=6 April 2018 |website=Clara.com.au}}</ref>

In 2023, the High Speed Rail Authority was established by the Government. The Government committed AU$500 million to progress planning for a future high speed rail network – of this, AU$78.8 million was allocated to deliver the business case for the Sydney to Newcastle section, which is expected to be provided to the Government by the end of 2024.<ref>{{Cite web |title=High Speed Rail Authority Project |url=https://www.hsra.gov.au/project#current-progress |archive-url=https://web.archive.org/web/20240811123452/https://www.hsra.gov.au/project#current-progress |archive-date=11 August 2024 |access-date=11 August 2024 |website=High Speed Rail Authority}}</ref><ref>{{Cite web |date=5 June 2023 |title=All aboard High Speed Rail Authority |url=https://minister.infrastructure.gov.au/c-king/media-release/all-aboard-high-speed-rail-authority |access-date=11 August 2024 |website=Ministers for Infrastructure, Transport, Regional Development, Communications and the Arts}}</ref> Japan Railways Group and Hitachi attended an industry briefing on 27 August 2024.<ref>{{Cite web |last=Parris |first=Michael |date=27 August 2024 |title=Newcastle-Sydney high-speed rail possible by 2037 as tunnel plan emerges |url=https://www.newcastleherald.com.au/story/8743698/newcastle-high-speed-rail-possible-by-2037-as-tunnel-plan-emerges/ |access-date=13 September 2024 |website=Newcastle Herald |language=en-AU |quote=The briefing attracted a host {{sic}} major international rail, infrastructure and design contractors, including Japan Railways, Siemens, Alstom, Hitachi, CPB and John Holland.}}</ref>

==== Ireland ==== As part of the Ireland 2040 infrastructural upgrade scheme, a high-speed rail network using Shinkansen technology is being investigated along the Cork-Dublin-Belfast axis, spanning the island of Ireland from north to south.{{citation needed|date=March 2021}}

==== United States and Canada ==== {{Update section|date=December 2022}} The U.S. Federal Railroad Administration was in talks with a number of countries concerning high-speed rail, notably Japan, France and Spain. On 16 May 2009, FRA Deputy Chief Karen Rae expressed hope that Japan would offer its technical expertise to Canada and the United States. Transportation Secretary Ray LaHood indicated interest in test riding the Japanese Shinkansen in 2009.<ref name="The Japan Times20090516">{{cite web |date=16 May 2009 |title=U.S. wants to study shinkansen technology |url=http://search.japantimes.co.jp/cgi-bin/nn20090516a2.html |archive-url=https://archive.today/20120718133636/http://search.japantimes.co.jp/cgi-bin/nn20090516a2.html |archive-date=18 July 2012 |access-date=2 June 2009 |publisher=Kyodo News}}</ref><ref name="UPI.com">{{cite web |date=16 May 2009 |title=U.S. railroad official seeks Japan's help |url=https://www.upi.com/Top_News/2009/05/16/US-railroad-official-seeks-Japans-help/UPI-84921242508429/ |url-status=live |archive-url=https://web.archive.org/web/20201124142617/https://www.upi.com/Top_News/2009/05/16/US-railroad-official-seeks-Japans-help/UPI-84921242508429/ |archive-date=24 November 2020 |access-date=11 July 2022 |website=upi.com |publisher=United Press International}}</ref>

On 1 June 2009, JR Central Chairman, Yoshiyuki Kasai, announced plans to export both the N700 Series Shinkansen high-speed train system and the SCMaglev to international export markets, including the United States and Canada.<ref name="JapanToday">{{cite web |date=1 July 2009 |title=JR Tokai chief urges U.S. and Canada together to introduce Japan's N700 bullet rail system |url=https://www.japantoday.com/category/business/view/jr-tokai-chief-urges-us-to-introduce-japans-n700-bullet-rail-system |access-date=14 August 2009 |publisher=JapanToday}}{{dead link|date=April 2018 |bot=InternetArchiveBot |fix-attempted=yes }}</ref>

==== Brazil ==== Japan had promoted its Shinkansen technology to the Government of Brazil for use on the once planned high-speed rail set to link Rio de Janeiro, São Paulo and Campinas.<ref>{{cite news |date=31 January 2008 |script-title=ja:ブラジルに新幹線導入を=日本政府・民間の動き活発化=大統領来日時に働きかけへ=新時代の友好協力の柱に |trans-title=Introducing the Shinkansen to Brazil = Activating the movement of the Japanese government and the private sector = Working on the president's arrival in Japan = Pillar of friendship and cooperation in the new era |url=http://www.nikkeyshimbun.com.br/080131-71colonia.html |archive-url=https://web.archive.org/web/20091002210622/http://www.nikkeyshimbun.com.br/080131-71colonia.html |archive-date=2 October 2009 |access-date=2 June 2009 |newspaper=Nikkei Shimbun |language=ja}}</ref> On 14 November 2008, Japanese Deputy Prime Minister Tarō Asō and Brazilian President Luiz Inácio Lula da Silva talked about this rail project. President Lula asked a consortium of Japanese companies to participate in the bidding process. Prime Minister Aso concurred on the bilateral cooperation to improve rail infrastructure in Brazil, including the Rio–São Paulo–Campinas high-speed rail line.<ref name="The Ministry of Foreign Affairs of Japan">{{cite web |date=14 November 2008 |script-title=ja:日ブラジル首脳会談(概要) |trans-title=Japan-Brazil Summit Meeting (Summary) |url=http://www.mofa.go.jp/mofaj/kaidan/s_aso/fwe_08/jp_brazil.html |url-status=live |archive-url=https://web.archive.org/web/20210512115223/https://www.mofa.go.jp/mofaj/kaidan/s_aso/fwe_08/jp_brazil.html |archive-date=12 May 2021 |access-date=11 July 2022 |publisher=The Ministry of Foreign Affairs of Japan |language=ja}}</ref> The Japanese consortium included the Ministry of Land, Infrastructure, Transport and Tourism, Mitsui & Co., Mitsubishi Heavy Industries, Kawasaki Heavy Industries and Toshiba.<ref name="Kyodo News">{{cite web |date=12 August 2008 |script-title=ja:ブラジルに新幹線進出狙う 三井物産、建設に応札へ |trans-title=Mitsui aims to advance the Shinkansen to Brazil, to bid for construction |url=http://www.47news.jp/CN/200808/CN2008081201000767.html |archive-url=https://web.archive.org/web/20091003012231/http://www.47news.jp/CN/200808/CN2008081201000767.html |archive-date=3 October 2009 |access-date=2 June 2009 |publisher=Kyodo News |language=ja}}</ref><ref name="The Nikkei Net">{{cite web |date=17 June 2009 |script-title=ja:ブラジルに新幹線売り込み】日本勢、高速鉄道建設で各国と競合 |trans-title=[Selling Shinkansen to Brazil] Japanese compete with other countries for high-speed rail construction |url=http://www.nikkei.co.jp/news/sangyo/20090617AT1D1702A17062009.html |archive-url=https://web.archive.org/web/20090620070725/http://www.nikkei.co.jp/news/sangyo/20090617AT1D1702A17062009.html |archive-date=20 June 2009 |access-date=12 July 2009 |publisher=The Nikkei Net |language=ja}}</ref> Nothing was implemented.

==== Vietnam ==== Vietnam Railways was considering the use of Shinkansen technology for high-speed rail between the capital Hanoi and the southern commercial hub of Ho Chi Minh City, according to the Nihon Keizai Shimbun, citing an interview with Chief Executive Officer Nguyen Huu Bang. The Vietnamese government had already given basic approval for the Shinkansen system, although it still requires financing and formal consent from the prime minister. Vietnam rejected a funding proposal in 2010, so funding for the $56 billion project is uncertain. Hanoi was exploring additional Japanese funding Official Development Assistance as well as funds from the World Bank and Asian Development Bank. The {{convert|1560|km|mi|adj=on}} line would replace the current colonial-era rail line. Vietnam hoped to launch high-speed trains by 2020 and planned to start by building three sections, including a {{cvt|90|km|mi}} stretch between the central coastal cities of Da Nang and Huế, seen as potentially most profitable. Vietnam Railways had sent engineers to Central Japan Railway Company for technical training.<ref name="Nikkei">{{cite web |date=13 August 2009 |script-title=ja:ベトナム縦断で新幹線 国営鉄道会長、2020年部分開業目指す |trans-title=Shinkansen national railway chairman crosses Vietnam, aiming for partial opening in 2020 |url=http://www.nikkei.co.jp/news/kaigai/20090813AT2M1203A12082009.html |archive-url=https://web.archive.org/web/20090904043603/http://www.nikkei.co.jp/news/kaigai/20090813AT2M1203A12082009.html |archive-date=4 September 2009 |access-date=13 August 2009 |publisher=The Nikkei Net |language=ja}}</ref><ref name="AFP">{{cite web |date=13 August 2009 |title=Vietnam plans Japanese bullet train link |url=https://www.google.com/hostednews/afp/article/ALeqM5gv5p5C0gfrQ43JZcXx7lZ39KyfTg |archive-url=https://web.archive.org/web/20090823063033/http://www.google.com/hostednews/afp/article/ALeqM5gv5p5C0gfrQ43JZcXx7lZ39KyfTg |archive-date=23 August 2009 |access-date=13 August 2009 |publisher=AFP}}</ref>

== See also == {{Portal|Trains|Japan|Transport}} * High speed rail in China * High speed rail in Europe * High speed rail in India * High speed rail in the United States * Rail transport in Japan * {{anl|Shanghai Maglev Train}} * {{anl|Shinkansen too hard ice cream}} * Transport in Japan

== Notes == {{Notelist}}

== References == {{Reflist}}

== Further reading == * {{cite book |author1=Katsuji Iwasa |title=Shinkansen: the half century |author2=Masanobu Ishido |author3=Tatsuhiko Suga |author4=Robert Hancock |date=2015 |publisher=Kotsu Shimbunsha |isbn=978-4-330-59615-0 |location=Tokyo |language=English}} * {{cite book |last1=Shimomae |first1=Tetsuo |url=https://link.springer.com/book/10.1007/978-981-16-6538-7 |title=Birth of the Shinkansen. The Origin Story of the World-First Bullet Train |date=2022 |publisher=Springer |isbn=978-981-16-6537-0 |language=en |doi=10.1007/978-981-16-6538-7}} * {{cite book |last1=Abel |first1=Jessamyn R. |url=https://books.google.com/books?id=CDNPEAAAQBAJ |title=Dream Super-Express: A Cultural History of the World's First Bullet Train |date=2022 |publisher=Stanford University Press |isbn=978-1-5036-2995-0 |language=en}}

== External links == {{Commons category|Shinkansen}} {{Wikivoyage|Rail travel in Japan}} * [https://www.ihra-hsr.org/en/hsr/data.html Shinkansen Data] {{Webarchive|url=https://web.archive.org/web/20201130162111/https://www.ihra-hsr.org/data/ |date=30 November 2020 }}, explanation by International High-speed Rail Association (IHRA) * [https://www.japanesestudies.org.uk/discussionpapers/Hood.html Biting the Bullet: What we can learn from the Shinkansen], discussion paper by Christopher Hood in the [http://www.japanesestudies.org.uk ''electronic journal of contemporary Japanese studies''], 23 May 2001 * [http://www.asahi.com/english/nation/TKY200410150138.html East meets West], a story of how the Shinkansen brought Tokyo and Osaka closer together. * [https://web.archive.org/web/20071021055843/http://thehindubusinessline.com/life/2005/08/19/stories/2005081900120300.htm Bullet on wheels], a travel report by Vinod Jacob 19 August 2005 * [http://www.accessible-japan.com/shinkansen-wheelchair-accessibility/ Shinkansen Wheelchair Accessibility], review for riders with disabilities.

{{Shinkansen}} {{High-speed rail}}

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